conrail contract ccb brake equipment maintenance manual …€¦ · maintenance manual 1-1...

New York Air BrakeCCB Brake System

CONRAIL CONTRACTCCB BRAKE EQUIPMENTMAINTENANCE MANUAL

IP-164-C

For the

SD70MAC LOCOMOTIVE

Operated by

CONRAIL RAILROAD

APRIL 1998OBSOLETED, R

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New York Air BrakeCCB Brake System

CSX CONTRACTCCB BRAKE EQUIPMENTMAINTENANCE MANUAL

IP-164-C

For the

SD70MAC LOCOMOTIVE

Operated by

CSX RAILROAD

OCTOBER 1997OBSOLETED, R

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CCB CSX CONTRACT LOCOMOTIVEMAINTENANCE MANUAL

A APRIL/98

INSERT LATEST CHANGED PAGES.DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES NOTE: The portion of the text effected by thechanges is indicated by a vertical linein the outer margin of the page.

The total number of pages in this Maintenance and Instruction Manual, is 366, consisting of:

PAGE NO. CHANGE NO. ISSUE

Title 0 APRIL/98A 0 APRIL/98B 0 APRIL/98i through vi 0 APRIL/981-1 through 1-86 0 APRIL/982-1 0 APRIL/982-2 (Blank) 0 APRIL/98C.W. 135 0 APRIL/98C.W. 217 0 APRIL/98C.W. 218 0 APRIL/98C.W. 219 0 APRIL/98C.W. 220 0 APRIL/98C.W. 221 0 APRIL/98C.W. 222 0 APRIL/98C.W. 223 0 APRIL/98C.W. 224 0 APRIL/98C.W. 225 0 APRIL/98C.W. 226 0 APRIL/98C.W. 227 0 APRIL/98C.W. 228 0 APRIL/98C.W. 229 0 APRIL/98C.W. 230 0 APRIL/98C.W. 231 0 APRIL/98C.W. 232 0 APRIL/98C.W. 233 0 APRIL/98C.W. (Draft) 0 APRIL/98C.W. (Draft) 0 APRIL/98C.W. (Draft) 0 APRIL/98C.W. 248 0 APRIL/98C.W. 249 0 APRIL/98C.W. 250 0 APRIL/98C.W. (Draft) 0 APRIL/98C.W. (Draft) 0 APRIL/98

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

NEW YORK AIR BRAKE CORPORATION The Change No. "0" indicate the Original Issue for ManualA KNORR BRAKE COMPANY The Change No. "1" indicates the Original Issue for C.W.748 STARBUCK AVENUEWATERTOWN, NY 13601OBSOLE

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APRIL/98 B

INSERT LATEST CHANGED PAGES.DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES NOTE: The portion of the text effected by thechanges is indicated by a vertical linein the outer margin of the page.

The total number of pages in this Maintenance Manual, Vendor Information, is 366, consistingof:

3-1 through 3-3 0 APRIL/983-4 (Blank) 0 APRIL/984-1 through 4-4 0 APRIL/985-1 through 5-74 0 APRIL/986-1 through 6-12 0 APRIL/98NYR - XXX (Draft) 0 APRIL/987-1 through 7-1 0 APRIL/987-2 (Blank) 0 APRIL/98P/L 1505 0 APRIL/98P/D - 1505 0 APRIL/98W/D - 1505 0 APRIL/988-1 through 8-17 0 APRIL/988-18 (Blank) 0 APRIL/98

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

NEW YORK AIR BRAKE CORPORATION The Change No. "0" indicate the Original Issue for ManualA KNORR BRAKE COMPANY The Change No. "1" indicates the Original Issue for C.W.748 STARBUCK AVENUEWATERTOWN, NEW YORK 13601OBSOLE

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CCB CSX CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

i APRIL/98

TABLE OF CONTENTS

CHAPT/SECT TITLE PAGE

1.0 OPERATING PROCEDURES 1-1

1.1 AIR BRAKE EQUIPMENT 1-11.1.1 AIR BRAKE EQUIPMENT IN AIR BRAKE COMPARTMENT 1-11.1.2 BRAKE VALVE 1-61.1.3 LOSS OF POWER MODE 1-101.1.4 POWER UP PENALTY 1-10

1.2 GENERAL INFORMATION 1-101.2.1 CCB INTRODUCTION 1-101.2.2 SYSTEM DESCRIPTION1-121.2.3 OPERATION 1-14

A. RELEASE POSITION 1-14B. BRAKE CYLINDER PRESSURE CONTROL 1-19C. SERVICE APPLICATION-AUTOMATIC 1-22D. BRAKE CYLINDER CONTROL-AUTOMATIC 1-28E. SUPPRESSION POSITION 1-28F. HANDLE-OFF POSITION 1-33G. EMERGENCY APPLICATION-EMERGENCY 1-35H. EMERGENCY APPLICATION-FIREMANS VALVE 1-43I. EMERGENCY APPLICATION-TRAIN SEPARATION 1-43J. AUTOMATIC APPLICATION-BAIL OFF 1-45K. TRAIL POSITION-AUTOMATIC BRAKE 1-53L. TRAIL POSITION-ANY EMERGENCY APPLICATION AND RELEASE 1-53M. TRAIL OPERATION-BAIL OFF 1-53N. INDEPENDENT APPLICATION AND RELEASE 1-58O. TRAILING INDEPENDENT BRAKING 1-66P. LOSS OF POWER OR DEFAULT MODE 1-66Q. SERVICE PENALTY DEFAULT 1-66R. INDEPENDENT - BACK UP TRAIL OPERATION 1-70S. AUTOMATIC SERVICE APPLICATION BAIL OFF - 1-70

BACK UP TRAIL OPERATIONT. EMERGENCY APPLICATION BAIL-OFF 1-70

BACK UP TRAIL OPERATION

2.0 EQUIPMENT DESCRIPTION 2-1

2.1 COMPONENT DESCRIPTIONS 2-1

3.0 PREPARATION FOR MAINTENANCE 3-1

3.1 GENERAL INFORMATION 3-1

3.2 SAFETY PRECAUTIONS

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APRIL/98 ii

TABLE OF CONTENTS (Contd.)

CHAPT/SECT TITLE PAGE

4.0 SCHEDULED INSPECTION 4-1


4.2 INSPECTIONS 4-1

4.3 92 DAY INSPECTION 4-1

4.4 EQUIPMENT REPLACEMENT, REPAIR, AND OVERHAUL 4-4

5.0 CHECKOUT AND ANALYSIS 5-1


5.2 FUNCTION TESTING 5-15.2.1 Locomotive Air Brake Test (211) 5-15.2.2 General Motors Locomotive Group 5-5

5.3 REMOTE SESSIONS 5-175.3.1 Overview 5-175.3.2 Description of Operation 5-175.3.3 Screen Layout 5-18

5.4 Subsystem Analysis Procedure for Troubleshooting LocomotiveComputer Controlled Brake Equipment forEMD/CSX (Ref. NYT-1387-C)S) 5-43

5.5 TROUBLESHOOTING 5-535.5.1 General Information 5-535.5.2 Troubleshooting Chart 5-54

6.0 EQUIPMENT REPLACEMENT ** 6-1

6.1 General Information 6-1

6.2 Replacement Procedures 6-16.2.1 General Procedures 6-16.2.2 DIT Valve Replacement 6-26.2.3 Brake Valve Controller 6-66.2.4 Computer Relay Unit 6-96.2.5 Pneumatic Control Unit Replacement 6-12

7.0 SYSTEM EQUIPMENT 7-1

8.0 EMD/CSX FAULT CODES 8-1

LIST OF ABBREVIATIONSOBSOLE

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iii APRIL/98

ABCB Air Brake Circuit BreakerAD Analog to DigitalAE1 Automatic Emergency Switch NO. 1, N.C.AE2 Automatic Emergency Switch NO. 2, N.O.AP Automatic Variable Handle PotentiometerAR Automatic Release Switch, N.O.AW4-ER Analog Converter Equalizing ReservoirAW4-16 Analog Converter 16 Pipe (control Pipe)BAN Battery NegativeBAP Battery PositiveBC Brake CylinderBCCO Brake Cylinder Cut-Out Pressure SwitchBCT Brake Cylinder TransducerBEA Binary Input OutputBO1 Bail Off Switch, AutomaticBO2 Bail Off Switch, IndependentBP Brake PipeBPCO Brake Pipe Cut-Off ValveBPT Brake Pipe TransducerBVJ1-BVJ2 Brake Valve External ConnectorsC1 Communicator ConnectorCCB Computer Controlled Brake° C Degree CentigradeCOMM CommunicationsCont ControllerCOR Cut-Out RelayCP Central ProcessorCRU Computer Relay UnitDB1 Magnet Valve Driver Board PCBDB2 Relay Driver PCBdc Direct CurrentDCV Double Check ValveDI Diagnostic PCBELV Emergency Limiting ValveEMER EmergencyEPA1 Automatic Application Analog

Converter Driver PCB (AW4-ER)EPA2 Control Pipe Analog

Converter Driver PCB (AW4-16)

LIST OF ABBREVIATIONS (Cont.)

ER Equalizing Reservoir

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ERT Equalizing Reservoir TransducerEXH Exhaust Magnet ValveES Emergency SandFig FigureFLT Flow TransducerFOJ1 Automatic Fiber Optic External ConnectorFOJ2 Independent Fiber Optic External ConnectorFOR Fiber Optic ReceiverFS Full Serviceft-lbs Foot PoundsHO Handle OffIBS Independent Brake SwitchID Inner DiameterIM Independent Maximum Applied Switch, N.O.I/O Input/OutputIP Independent Variable Handle PotentiometerIR Independent Release Switch, N.O.J1-J12 PCB Internal ConnectorsK1ES Sanding RelayK2IBS Extended Dynamic Range Cut-Out RelayK3BCPS Dynamic Brake Cut-Out Relay (Spare)K4RLIS Rail Lubrication Relay (Spare)K5COR PCR Cut-Out RelayK6SPOT Spotted RelayK7BOBU Bail Off Back Up RelayK12VA Brake Failure Alarm RelaykN Kilo Newtonslbs Poundsmm MillimeterMIN MinimumMR Main ReservoirMRT Main Reservoir TransducerMVEM Emergency Magnet ValveMVER Equalizing Reservoir Default Magnet ValveMV13E Bail Off Exhaust Magnet ValveMV13S Bail Off Supply Magnet ValveMV16T 16 Pipe Default Magnet Valve

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LIST OF ABBREVIATIONS (Cont.)

MV20E Independent Application Exhaust Magnet ValveMV20S Independent Application Supply Magnet ValveMV20M Ind. Appl. Maintaining Magnet Valve20T Ind. Appl. Pipe TransducerMV53 Brake Pipe Cut-Off Pilot Magnet ValveN NewtonsNm Newton MetersPARA ParagraphPCB Printed Circuit BoardPCU Pneumatic Control UnitPg PagePSBP Brake Pipe Pressure SwitchPS13 Actuating Pipe Pressure Switchpsig Pounds Per Square Inch, GaugePVEM Emergency Pilot Air ValveQty QuantityR1 ResistorR2 ResistorREL ReleaseSC1 Signal Conditioning PCBSC2 Signal Conditioning PCBSS1 Digital I/O PCBSS5 Digital I/O PCBSUP Supply Magnet ValveSVJ Computer Power SupplySV2 Computer Power SupplyTJB Transducer Jumper BoardTPBP Brake Pipe Test FittingTPER Equalizing Reservoir Test FittingTPMR Main Reservoir Test FittingTP13 Actuation Pipe Test FittingTP20 20 Pipe Test FittingV VoltsVA Air Brake AlarmVCU Voltage Conditioning UnitVdc Volts Direct Current16T Control Pipe Transducer20CP Independent Control Valve Limiting ValveOBSOLE

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1-1 OCTOBER/97

CHAPTER 1

OPERATING PROCEDURES

1.1 AIR BRAKE EQUIPMENT

The (Computer Controlled Brake) CCB equipment, arranged for single-end, multiple-unit operation, isused on this locomotive. The principal parts are as follows:

1.1.1 AIR BRAKE EQUIPMENT IN AIR BRAKE COMPARTMENT

See Fig. 1-1 for location of equipment in the air brake compartment. See Fig. 1-2 for the Brake ValveController handle positions. See Fig. 1-3 for the Pneumatic Control Unit Valve locations. See Fig. 1-4 forthe Computer Relay Unit Component locations.

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FIGURE 1-1 PCU/CRU RACK ASSEMBLYOBSOLETED, R

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1-3 OCTOBER/97

FIGURE 1-2 BRAKE VALVE CONTROLLEROBSOLE

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FIGURE 1-3 PNEUMATIC CONTROL UNITOBSOLE

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1-5 OCTOBER/97

FIGURE 1-4 COMPUTER RELAY UNITOBSOLETED, R

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OCTOBER/97 1-6

1.1.2 BRAKE VALVE (Fig. 1-2)

1.1.2.1 OPERATING - AUTOMATIC HANDLE

The Brake Valve Controller handle operates through six detented control positions: RELEASE, MINIMUMREDUCTION, FULL SERVICE, SUPPRESSION, HANDLE OFF, and EMERGENCY. The service zone isbetween minimum reduction and full service positions. An indicating plate is provided indicating the sixoperating positions.

When charging a train or releasing an Automatic brake application, the automatic Brake Valve Controllerhandle must be placed in RELEASE position, which is the position closest to the engineer.

When making a Service brake application, move the automatic Brake Valve Controller handle away fromthe engineer against the first detent position of the quadrant. This is a minimum reduction position whichwill provide a 5-7 psi reduction. If necessary to increase the reduction, move the handle progressivelyaway from the engineer, bearing in mind that the further the handle is moved into the service zone, thegreater will be the reduction. The brake valve will self-lap at any point where movement of handle isstopped in the service zone and automatically maintain NORMAL brake pipe leakage.

Full service brake application is obtained by moving the Brake Valve Controller handle to the FULLSERVICE position against the second position of the quadrant. Brake Cylinder pressure at Full Service is58-64 psi.

The third detent position is SUPPRESSION. In this position overspeed control and safety control penaltyapplications are suppressed. Equalizing Reservoir, Brake Pipe and BC pressures do not change from thefull service position.

Self-lapping over-reductions are possible by moving the handle between SUPPRESSION position andHANDLE OFF position.

Placing the handle in HANDLE OFF, the fourth detent position reduces equalizing pressure to zero. B.C.pressure increases to the emergency setting.

An Emergency brake application is obtained by moving the Brake Valve Controller handle to the extremerear of the quadrant, which is EMERGENCY position. Brake pipe reduces rapidly to zero psi. EqualizingReservoir reduces to zero at a slower rate. B.C. pressure increases to the emergency setting.

Bail off of an automatic brake application on the locomotive can be accomplished by pressing the pushbutton in the left side of the automatic or independent Brake Valve Controller handle. The locomotivebrake cylinder pressure will be reduced to the value corresponding to the position of the independenthandle.

1.1.2.2 OPERATING - INDEPENDENT BRAKE

When applying the locomotive independent brake, move the independent handle away from the engineer(Full Independent application is the extreme rear position), and when releasing, move the handle towardthe engineer. The brake valve will self-lap at any point in the application zone where handle movementhas been stopped.

To make an independent release of an Automatic brake application, press the push button in the left sideof the independent or automatic Brake Valve Controller handle. The locomotive brake cylinder pressurewill be reduced to the value corresponding to the position of the independent handle.

The independent Brake Valve Controller handle should always be in RELEASE position (closest toengineer) when the unit is a trailing unit in a multiple-unit consist or is being towed DEAD.

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1.1.2.3 AIR BRAKE SET-UP

The function of conditioning the Locomotive for LEAD CUT IN/LEAD CUT OUT, or TRAIL isaccomplished through the function keys of the ICE computer.

A. For Set-Up as Lead or Single Unit (SD70MAC Brake Set Up)

If SD70MAC unit is in MU with other locomotives, ensure all units are in TRAIL before attempting toset up SD70MAC in LEAD.

1. Place the automatic brake handle to the Handle OFF position.

2. Place the independent brake handle to the FULL APPLIED position.

3. Close the AIR BRAKE circuit breaker, battery switch, ICE control breaker and control and fuelpump switch.

4. Note that after the ICE system has initialized and is running, the current air brake pressuresand brake system status are displayed on the #1 ICE (OPERATIONS) display.

5. If the air brake system is not set for LEAD/CUT-IN or the proper equalizing reservoir pressure,then press the AIR BRAKE key on the ICE Setup display to call up the air brake set up menu(#2 ICE Screen).

6. If the unit is in TRAIL mode, then change the unit from TRAIL to LEAD by pressingLEAD/TRAIL key.

• Note the NEW status changes to LEAD.

7. Set the equalizing reservoir pressure to the required pressure by pressing the ER SET UP keyand then entering the proper pressure. Press the ENTER key.

8. If the unit is in CUT OUT mode, press the CUT IN/OUT key to set the "NEW" value to CUT IN.

9. Enter the values by pressing the ACCEPT NEW key. After pressing the key once, the ACCEPTNEW key must be pressed a second time to confirm selections. Note that the SET UP displayreturns to the main menu.

NOTE: Selections are not entered until the main set up menu returns and they are reflected onthe AIR BRAKE portion of the #1 ICE display screen (OPERATIONS).

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10. Move the automatic handle to the REL position. Wait for AIR BRAKE IS POWERING ON orKEEP HANDLE IN SUPPRESSION FOR 10 SECONDS messages to clear if they aredisplayed prior to moving the handle to the REL position.

• Note that equalizing reservoir reads the required pressure.

• Note that brake pipe is within one psi of the equalizing reservoir gauge reading.

• Note that OPERATIONS display reads as follows:

AIR BRAKELEAD-CUT IN

B. For Set-Up as Trail Unit (SD70MAC Brake Set Up)

1. Ensure Throttle handle is in idle position and Reverser handle removed.

2. Fully apply Independent Brake and place Automatic Brake in Full Service.

3. While Equalizing Reservoir and Brake Pipe pressures are exhausting, go to the #1 ICE(Operations) display and press the AIR BRAKE Key on the ICE set display to call up theairbrake setup menu (#2 ICE Screen).

4. After Brake Pipe exhaust ceases, select TRAIL by pressing LEAD/TRAIL Key, then placeIndependent Brake in full release.

NOTE: New status changes to TRAIL.

5. Enter the values by pressing the ACCEPT NEW Key. After pressing the key once, theACCEPT NEW Key must be pressed a second time to confirm selections. Note that theSETUP display returns to the main menu.

6. Automatic and Independent Brakes are now CUT OUT. Place Automatic Brake Handle in theHANDLE OFF position.

NOTE: DO NOT turn off breaker for Computer Controlled Brake (CCB).

C. For Set-Up Of "Trail" Units To "Back Up" Brake (SD70MAC Brake Set Up)

1. Make Up Consist as per normal procedure.

2. On Each TRAIL Unit to be put in "BACKUP" mode:

a. Place the Automatic Handle to "HO" position and Independent Handle to "REL" position.

b. Assure that ER Gage has reduced to 0 psi.

Note: If ER is not less than 5 psi a train penalty brake shall occur.

c. Open Air Brake Circuit Breaker.

d. Silence Air Brake Alarm.Select "Control" key on Main DisplaySelect "Alarm Bell Silence"

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e. Alerter shall time-out and "Penalty Brake Fail to Apply Message" shall appear.

Note: Alerter will re-time-out if Display buttons are pushed. No Train Penalty shall occur.

D. Changing Ends "Trail Back Up Brake" To "Lead" (SD70MAC Brake Set Up)

1. Assure that the Automatic Handle is in the "HO" position.

Note: Train penalty or emergency brake may occur if the Auto is not in this position.

2. Close Air Brake Circuit Breaker.

3. Wait for Pressures to be displayed on screen.

Note: "Penalty Brake Fail to Apply" Message shall occur. Message will clear when placed to"Lead Cut Out."

4. Select "Air Brake" and set to "Lead Cut Out."

5. Charge ER prior to selecting "Lead-Cut In" as desired.

1.1.3 LOSS OF POWER MODE

If it is determined that the CCB equipment must be placed in DEAD-IN-TOW and the unit must beoperated in a DEAD-IN-TOW position, open the AB circuit breaker located in the Engine Control Panel.The CCB system automatically conditions itself for TRAIL operation-NO MANUAL SETUP is required.The automatic pneumatic back-up control valve, DIT Valve, functions to provide Automatic Servicebraking, Bail Off, and Independent Braking. The Pneumatic Control Unit (PCU) provides the pneumaticEmergency Braking.

WARNING: AUTOMATIC SERVICE BRAKING OPERATES IN A DEGRADED MODE. BRAKECYLINDER PRESSURE WILL BE LESS THAN IN NORMAL CCB OPERATION FOR AFULL SERVICE BRAKE APPLICATION AND BAIL-OFF MUST BE HELD DEPRESSEDFOR 20 SECONDS.

1.1.4 POWER UP PENALTY

Whenever the Air Brake circuit breaker is first closed in a 'LEAD' mode, the CCB system applies aPENALTY service brake for 30 seconds. Equalizing Reservoir reduces to zero and brake pipe reduces toabout 10 psi. Place the Brake Valve Controller handle into SUPPRESSION position. The Brake ValveController handle must remain in SUPPRESSION position for 10 seconds to reset the system (in additionto the original 30 seconds. Then move the Brake Valve Controller handle to RELEASE position torecharge the brake system. Brake cylinder pressure must reduce to zero psi before the computer regainscontrol of the brake cylinders.

1.2 GENERAL INFORMATION

1.2.1 CCB INTRODUCTION

The CCB, Computer Controlled Brake Equipment is a complete microprocessor brake control system formain line locomotives and switchers. The equipment is fully compatible with 26L brake schedule

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OCTOBER/97 1-10

equipment while providing flexibility and the capability of future expansions. All logic, other thanemergency brake initiation, is computer controlled.

Refer to Figure 1-5

The operator commands the computer through the CCB brake Controller. The brake controller is mainlyelectronic and signals the computer as to the position for automatic and independent braking. Lead/Trailand Brake Pipe Cut-Out modes are set up through the ILC onboard computer. Regulating Valve setting isfactory set by the computer software and can be adjusted by the ILC screen between 60 and 110 psi.The only pneumatic valve contained in the brake valve is the mechanically actuated emergency ventvalve. The vent valve is open in emergency position.

The Computer interprets the signals of the brake controller and controls the Pneumatic Control Unit forthe actual development of pressure.

All control pressures are developed in this manner: brake pipe, independent application and release pipe,actuating pipe and brake cylinder.

The Computer also controls locomotive interface relays to provide power knockout, dynamic interlock,emergency sanding and spotter control..

The voltage conditioning circuitry isolates the locomotive battery supply from the system as well asproviding for extreme power operating characteristics.

The DIT Valve is a back-up BC control that operates to provide service automatic brake cylinder pressurewhen the Air Brake circuit breaker is open.

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1-11 OCTOBER/97

FIGURE 1-5 CCB CONFIGURATIONOBSOLE

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OCTOBER/97 1-12

1.2.2 SYSTEM DESCRIPTION

Computer controlled Brake (CCB) equipment is compatible with conventional 26L brake systems infunction and operation. Handle positions, locomotive set-up and pressure development flowrates, remainthe same. The changes from 26L occur in how the air pressure is controlled and the type of equipmentused to control the brakes. Also, a major enhancement is the ability to diagnose problems.

A. System Operating Pressures -M.R. 130-140E.R. 90 +/- 1 psiB.P. +/- 1 psi of E.R.B.C. 58-62 psi Full Service - Normal (Back-Up System 60 ± 5 psi)B.C. 78-82 psi Emergency (Back-Up System 78-82 psi)

B. Automatic Brake System FeaturesAs with 26L brake systems the CCB system controls the locomotive and train brakes throughcontrol of trainline brake pipe pressure. Control of brake pipe pressure permits the development ofbrake cylinder pressure on both locomotive and train.

Control of brake pipe pressure is accomplished by control of a smaller volume called EqualizingReservoir. E.R. pressure is reduced to apply brakes and increased directly to the regulating valvesetting to fully release brakes. Brake cylinder pressure develops at a controlled rate 2 1/2 times theamount of brake pipe reduction.

The CCB system utilizes 2 distinct control circuits to apply and release an automatic brake i.e.:Brake pipe control circuit increases or decreases the brake pipe pressure according to the pressurecommanded by ER. Brake cylinder control circuit controls the increase or decrease of brakecylinder pressure commanded by the computer.

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Refer to Figure 1-6 (90 PSI Regulating Valve Setting)

Release - E.R. and Brake pipe 89-91 psi, BCP = 0

Minimum Service - E.R. and B.P. reduce by 6-8 psi, BCP = 10-14 psi

Service Zone - 83 psi to 64 psi, E.R./B.P. E.R. and B.P. reduce to between 83 and 64 psi (self-lapping) B.C.pressure increases to between 14 and 58.

Full Service - E.R. and B.P. 64-67 psi, B.C. = 58-62 psi

Suppression - E.R. and B.P. 64-67 psi, B.C. = 58-62 psi

Over Reduction Zone - 64 psi to ≈ 30 psi, ER/BP self-lapping, BC = 58-62 psi

Handle off- 30 psi to zero E.R. reduces to zeroB.P. reduces to less than 12 psiB.C. increases to 78-82 psi

Emergency - E.R. reduces to 0 psi, BC = 78-82 psiB.P. reduces to less than 12 psi.Wait 60 seconds for emergency reset.

NOTE: Equalizing Reservoir and Brake Pipe are maintained against leakage in all positions above handle off.

Ind = Full brake position, BC = 71-73 psi max - Normal (Backup System 45 psi)

20 pipe = 45-48 psi max

FIGURE 1-6 BRAKE VALVE OPERATION/SERVICE APPLICATION VALVE POSITIONS1.2.3 OPERATION

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OCTOBER/97 1-14

For the following discussion the Locomotive is considered to be in lead cut-in position. To operate thebrake system the air brake circuit breaker must be closed. When power is first applied, the CCB systemassumes a penalty brake application mode. Equalizing Reservoir reduces to zero psi and brake pipepressure if any exists reduces to approximately 10 psi. The operator must move the automatic BrakeValve Controller handle to "SUPP" position to recover the penalty brake application. Approximately 10 to40 seconds time delay is required to reset depending how soon the brake handle is moved to "SUPP"position. A minimum of 10 seconds will always be required after the handle is in "SUPP" position. Thisassures that the penalty brake does occur should the breaker be opened, then closed, or a momentarypower loss occurs.

A. RELEASE POSITION

Refer to Figure 1-7

When the Automatic Brake Valve Controller handle is placed in Release position, a frequency isgenerated by the internal electronic circuitry of the Brake Valve and transmitted to the FOR PCB viaa fiber optic cable. This frequency is decoded by the FOR board and sent to the CP (CentralProcessor) board where the handle position is identified. The computer reads this input andcalculates the Equalizing Reservoir pressure for that handle position. The CP commands the EPA-1 board to the level of output pressure required.

The EPA-1 board outputs a PWM signal to the ER Analog Converter that opens the normally closedsupply magnet valve connecting main reservoir supply air to the equalizing reservoir circuit at acontrolled rate determined by the computer. The ER transducer (ERT) feeds back a voltageproportional to the ER pressure. When ER pressure reaches the commanded pressure, the EPA-1de-energizes the supply magnet valve and maintains the pressure level constant through control ofthe Analog Converter's magnet valves and feedback from the ER transducer.

Refer to Figure 1-8

The Equalizing Reservoir pressure pilots the KR-5EO relay which connects main reservoir supplyair to the brake pipe circuit. When Brake Pipe Pressure reaches the pressure dictated by theEqualizing Reservoir, the KR-5EO relay moves to "LAP" position.

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Refer to Figure 1-9

Main Reservoir air flows thru the open Analog Converter (AW4-ER) Supply Magnet Valve to theEqualizing Reservoir Transducer (ERT) and to the closed Analog converter (AW4-ER) ExhaustMagnet Valve. Air then passes thru the open Equalizing Reservoir Magnet Valve (MVER) tocharge Equalizing Reservoir (ER). ER pressure pilots the high capacity Brake Pipe Relay Valve(KR-5EO). The Brake Pipe Relay Valve KR-5EO opens and allows main reservoir air to flow to thenormally open Brake Pipe Cut-Off Magnet Valve (MV53) to the pilot port of the Brake Pipe Cut-OffValve (BPCO). On initial charging (BP=zero psi) the brake pipe cut-off valve is closed. BPCOopens at approximately 25 psi. BP air is able to pass thru the BPCO to the double check valve andon to the PVE as a pilot pressure. BP air also flows to the PVEM and onto the Brake ValveController Vent Valve and the Emergency Magnet Valve. BP air flows thru BP Filter to charge BPTrainline. Brake Pipe continues to charge to within 1 psi of Equalizing Reservoir pressure. TheKR5-EO Relay Valve is a self-lapping pressure maintaining valve that will maintain brake pipepressure at the proper operating level in the locomotive consist and train under acceptable leakageconditions similar to the 26C Brake Valve.

Refer to Figure 1-8

BP trainline is monitored by the Brake Pipe Transducer (BPT) and Brake Pipe Pressure Switch (PS-BP). The BPT provides a feedback signal to the computer proportional to the pressure of BPtrainline. The PS-BP indicates to the computer that there is 25 psi or more of BP, or 22 psi or lessof BP.

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FIGURE 1-7 ER CONTROL CIRCUIT RELEASE POSITION-LEAD/CUT-INOBSOLE

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1-17 OCTOBER/97

FIGURE 1-8 BP CHARGING LEAD/CUT-IN BRAKE VALVE IN RELEASE

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8-C


OCTOBER/97 1-18

FIGURE 1-9 AUTOMATIC RELEASE AND CHARGING - EQUALIZING RESERVOIR ANDBRAKE PIPE

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8-C


1-19 OCTOBER/97

B. BRAKE CYLINDER PRESSURE CONTROL

Refer to Figure 1-10

Brake cylinder pressure is directly controlled by the J-1 Relay Valve which in turn is controlled bypressure in the #16 control volume. The #16 control volume is pressurized by a second AnalogConverter (identical to the E.R. Converter) controlled by EPA-2 PCB.

The brake pipe pressure is monitored by the brake pipe transducer, BPT, which outputs a voltageto the CP board via the ADZ board (Analog to Digital). The computer calculates the brake cylinderpressure based on the level of brake pipe pressure. When brake pipe decreases, the CPcommands the EPA-2 PCB to put pressure in the brake cylinders. The rate of change for #16 pipeis controlled by an algorithm residing in the computer program which ramps the command to theEPA board up or down at a predetermined rate until the target pressure is commanded.


The Analog Converter (AW4-16) Supply Magnet Valve is closed and the AW4-16 Exhaust MagnetValve is open exhausting the #16 Control Volume from the open Control Pipe Magnet Valve(MV16T) thru the double check valve of the Emergency Valve and Check Valve (PVE) and the pilotport of the J-1 Relay Valve. This exhausting of air allows the J-1 Relay Valve piston to move andvent the brake cylinder air to atmosphere.

The supply magnet valve remains closed allowing the #16 control volume to exhaust. With the #16pipe decreasing, the J-1 Relay Valve exhausts brake cylinder pressure at a rate controlled by the#16 control volume until brake cylinder pressure is zero.

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OCTOBER/97 1-20

FIGURE 1-10 #16 PIPE CONTROL CIRCUIT RELEASE POSITIONOBSOLE

TED, REFER TO IP

-148-C


1-21 OCTOBER/97

FIGURE 1-11 AUTOMATIC RELEASE BRAKE CYLINDER PRESSURE CONTROL

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8-C


OCTOBER/97 1-22

C. SERVICE APPLICATION - AUTOMATIC

Refer to Figure 1-13 thru 1-15

There are several positions of the Brake Valve Controller handle that control locomotive and trainbrake applications.

When the automatic Brake Valve Controller handle is moved from Release to any of the servicepositions from Minimum Service to Full Service, Equalizing Reservoir and Brake Pipe will bereduced by an amount proportional to handle movement. In each position of the Automatic BrakeValve a different frequency is generated by the electronic circuitry identifying the level of EqualizingReservoir pressure commanded.

This frequency is transmitted through a fiber optic cable isolated from electrical interference to theFiber Optic Board (FOR) in the computer rack. As explained in "RELEASE" the computer reads theFOR, calculates the ER pressure and commands the EPA-1 board to energize the Exhaust MagnetValve of the ER Analog Converter. The supply magnet valve remains closed. The flow rate ofEqualizing Reservoir to exhaust is controlled by the computer by changing the command pressureto the EPA -1 relative to elapsed time. Since the Analog Converter magnet valves are soft seattype, the valves need not be fully open or fully closed. As the pressure approaches thecommanded level of pressure, the EPA compares pressure demand with the output voltage of theEqualizing Reservoir Transducer (ERT) located on the Analog Converter. The EPA slowly closesthe Supply Magnet Valve until the desired pressure is reached. This action avoids undesired valvechatter and pressure fluctuations normally inherent to digitally controlled systems.


ER reduces thru the energized magnet valve (MVER) and the open exhaust magnet of the analogconverter (AW4-ER) at a controlled rate. With ER reducing, ER air is removed from the control portof the BP Relay Valve (KR-5EO). The piston in the relay valve moves and BP reduces throughexhaust port of the Relay Valve (KR-5EO) at a controlled rate by the relay exhaust choke and thebrake pipe volume of the locomotive and train consist. This action is totally pneumatic. Whenbrake pipe pressure is equal or slightly less than Equalizing Reservoir pressure acting on the Relaydiaphragm, the valve slowly moves to a "LAP" position closing the exhaust port. Since the Relay isa maintaining type valve brake pipe pressure will be maintained to the level of Equalizing Reservoirfor acceptable train brake leakage conditions.

BP pressure also reduces at the DB-10 Control Valve on the Back Up Brake System (DIT).Auxiliary reservoir is unable to reduce through a calibrated charging choke within the valve as fastas BP therefore creating a pressure differential across the valves service piston. The DB-10 movesto APPLY position connecting the Auxiliary Reservoir to the #16 Pipe Volume, through the doublecheck valve to the TV port of the PCU and finally to the MV16T Magnet Valve. At this point flow isterminated. The back up system is always operative and should a failure occur that renders theCCB system unable to apply brakes, the back up system will supply #16 pipe pressure (at a lowervalue) to the J-1 Relay for development of Brake Cylinder pressure.

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1-23 OCTOBER/97

FIGURE 1-12 ANALOG CONVERTER CONTROL

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OCTOBER/97 1-24

FIGURE 1-13 ER CONTROL CIRCUIT MINIMUM SERVICE POSITION- LEAD/CUT-INOBSOLE

TED, REFER TO IP

-148-C


1-25 OCTOBER/97

FIGURE 1-14 ER CONTROL CIRCUIT FULL SERVICE POSITION - LEAD/CUT-IN

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OCTOBER/97 1-26

FIGURE 1-15 ER CONTROL CIRCUIT SERVICE LAP POSITION - LEAD/CUT-INOBSOLE

TED, REFER TO IP

-148-C


1-27 OCTOBER/97

FIGURE 1-16 AUTOMATIC SERVICE APPLICATION EQUALIZING RESERVOIR ANDBRAKE PIPE CIRCUITS

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OCTOBER/97 1-28

D. BRAKE CYLINDER CONTROL - AUTOMATIC


At the same time the Brake Pipe Transducer (BPT) detects the reduction of brake pipe which isread by the central processor (CP) via the Analog/Digital circuit (ADZ). The computer calculatesthe required brake cylinder pressure and commands the #16 Analog Converter via the EPA-2 boardthe desired rate and pressure level.

The EPA-2 board responds by controlling the Analog Converter's magnet valves to developing #16pipe volume pressure from M.R. supply. In this closed loop system #16 pipe pressure is monitoredby the Analog Converter's Transducer (16T). When #16 pressure equals the demand pressure, theEPA-2 board slowly closes the Supply Magnet Valve.

Again #16 control pressure will be maintained by the Analog Converter by comparing the 16TTransducer feedback to the EPA2 output.


Main Reservoir air flows thru the open supply magnet valve of Analog Converter (AW4-16) thruopen magnet valve (MV16T) thru double check valve of the PVE and to the #16 Reservoir and thepilot port of the high capacity Relay Valve (J-1). The #16 Reservoir air acting on the Relay Valve (J-1) piston moves piston and allows Main Reservoir air to pass thru the Relay Valve and supply air tothe Brake Cylinders. Brake cylinder pressure increases until it matches the #16 pipe controlpressure. Similar in operating to the KR-5EO relay, the J-1 moves to LAP position closing off thesupply of M.R. pressure to the brake cylinders. The application is complete and brake cylinderpressure will be maintained at the level commanded until the Brake Valve Controller handle is againmoved.

At this point the engineer can make a further reduction by moving the Automatic Brake ValveController handle toward Full service position where a 25 psi Brake Pipe reduction is attained andmaximum service brake cylinder pressure achieved.

E. SUPPRESSION POSITION

This Service position provides for nullification of penalty applications normally created by SafetyControl systems and Overspeed control circuits. In this position Brake Pipe is reduced to the levelof FULL SERVICE position.

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1-29 OCTOBER/97

FIGURE 1-17 #16 PIPE CONTROL CIRCUIT MINIMUM SERVICE POSITION

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OCTOBER/97 1-30

FIGURE 1-18 #16 PIPE CONTROL CIRCUIT FULL SERVICE OR SUPPRESSION POSITIONOBSOLE

TED, REFER TO IP

-148-C


1-31 OCTOBER/97

FIGURE 1-19 #16 PIPE CONTROL CIRCUIT LAP POSITION

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8-C


OCTOBER/97 1-32

FIGURE 1-20 AUTOMATIC APPLICATION BRAKE CYLINDER CONTROLOBSOLE

TED, REFER TO IP

-148-C


1-33 OCTOBER/97

F. HANDLE OFF POSITION


In 26L Brake Systems this position was used when the locomotive was set-up for TRAIL or DEADoperation. The handle was normally removed. With CCB equipment the handle is not removed.

The exhaust magnet valve of Analog Converter (AW4-ER) and Magnet Valve (MVER) are open,venting ER to zero psi. With ER and the pilot port of the Relay Valve (KR-5EO) venting, the RelayValve Piston moves, reducing BP air. When BP reduces to 10 psi the brake pipe cut-off (BPCO)closes trapping 9-11 psi of brake pipe in trainline and will be shown on the CAB display.

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8-C


OCTOBER/97 1-34

FIGURE 1-21 ER CONTROL CIRCUIT HANDLE OFF POSITION - LEAD/CUT-INOBSOLE

TED, REFER TO IP

-148-C


1-35 OCTOBER/97

G. EMERGENCY APPLICATION - EMERGENCY

Refer to Figure 1-22 thru 24

An Emergency Application means to apply brakes at a very fast rate and increases the level ofbraking rate by increasing the brake cylinder pressure level.

When the Brake Valve is placed into Emergency position several actions take place to insure anEmergency Application occurs.

1) As with Service braking a frequency is generated that is read by the computer via the FiberOptics board.

2) The AE-1 switch opens sending an emergency input signal to the computer via the SS-1circuit board.

Both of the above signals tell the computer to energize the Emergency Magnet Valve (MV-EM) via the EPA-2 board and Driver Board (DB-1).

3) In Emergency position the brake valve mechanically opens a vent valve that exhausts the #21pipe connected directly to the pilot port on the Pneumatic Emergency Valve providing abackup actuating mechanism should the Emergency Magnet Valve fail to energize.

To insure an Emergency rate of brake reduction brake pipe charging must be suspended.With the handle in Emergency position AE-2 microswitch is closed by a cam movement: Thisaction energizes Brake Pipe Cut-Off Magnet Valve MV53 via FL-1 electrical filter. (Note: Thefilter provides EMI isolation between Brake Valve and Magnet Valve.).


Equalizing Reservoir reduces to zero at a faster than service rate through the Analog Converter.This causes the KR-5EO brake pipe relay to open brake pipe to exhaust assuring no rise in brakepipe can occur even if the cut-off valve leaks.

With a brake valve emergency the Analog Converter exhaust magnet valve (AW4-ER), Brake PipeCut-Off Magnet Valve (MV53) and Emergency Magnet Valve (MVEM) are commanded to energize.The opening of the analog converter exhaust magnet valve (AW4-ER) allows ER air from the BPrelay valve (KR-5EO) and ER to flow thru the open ER magnet valve (MVER) and to open analogconverter exhaust magnet valve (AW4-ER), to vent to atmosphere. With BP-CO Magnet Valve(MV53) open, the BP-CO valve pilot port vents, forcing the valve to lose communication betweenBrake Pipe Relay (KR-5EO) and trainline brake pipe. The opening of the Emergency Magnet Valve(MVEM) vents the pilot port of the high capacity pneumatic valve (PVEM). PVEM vents brake pipeat a rapid rate tripping two No. 8 Vent Valves located at each end of the locomotive, propagating anemergency brake application through the train.

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OCTOBER/97 1-36

FIGURE 1-22 BP VENTING - LEAD CUT-IN BRAKE VALVE IN EMERGENCYOBSOLE

TED, REFER TO IP

-148-C


1-37 OCTOBER/97

FIGURE 1-23 EMERGENCY CIRCUIT - EMERGENCY POSITION

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8-C


OCTOBER/97 1-38

FIGURE 1-24 EMERGENCY CIRCUIT - RELEASE TO H.O.OBSOLE

TED, REFER TO IP

-148-C


1-39 OCTOBER/97

FIGURE 1-25 ANY EMERGENCY APPLICATION BRAKE PIPE CONTROL

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OCTOBER/97 1-40

#16 CONTROL CIRCUIT


At the same time the Brake Pipe Transducer (BPT) detects the reduction of brake pipe which isread by the central processor (CP) via the Analog/Digital circuit (ADZ). The computer calculatesthe required brake cylinder pressure and commands to the #16 Analog Converter via the EPA-2board the desired rate and pressure level.

The EPA-2 board responds by controlling the Analog Converter's magnet valves to developing #16pipe volume pressure from M.R. supply. In this closed loop system #16 pipe pressure is monitoredby the Analog Converter's Transducer (16T). When #16 pressure equals the demand pressure, theEPA-2 board slowly closes the Supply Magnet Valve.

Again #16 control pressure will be maintained by the Analog Converter by comparing the 16TTransducer feedback to the EPA2 output.


Main Reservoir air flows thru the open supply magnet valve of Analog Converter (AW4-16) thruopen magnet valve (MV16T) thru double check valve of the PVE and to the #16 Reservoir and thepilot port of the high capacity Relay Valve (J-1). The #16 Reservoir air acting on the Relay Valve (J-1) piston moves piston and allows Main Reservoir air to pass thru the Relay Valve and supply air tothe Brake Cylinders. Brake cylinder pressure increases until it matches the #16 pipe controlpressure. Similar in operating to the KR-5EO relay, the J-1 moves to LAP position closing off thesupply of M.R. pressure to the brake cylinders. The application is complete and brake cylinderpressure will be maintained at the level commanded until the Brake Valve Controller handle is againmoved.

With BP vented to zero, air is removed from the pilot port of the PVE valve allowing the PVE tomove to its normally open position. Main Reservoir pressure flows through high capacity regulatingvalve (ELV-set to 79 psi) through PVE double check valve to the J-1 Relay. #16 Control Pressurerises quickly to 79 psi piloting the J-1 relay to develop 79 psi in the brake cylinders. This is theprimary system for emergency brake cylinder pressure and is totally pneumatic. The AnalogConverter (AW4-16) is also supplying 16 pipe pressure at 79 psi to the opposite side of the doublecheck valve of the PVE.

A Brake Valve or Fireman's Emergency Valve emergency application provide immediate power ordynamic brake knock down by de-energization of the cut-off Relay (COR) through the computerprogram logic. If a train separation occurs, brake pipe vents rapidly to zero causing an emergencybrake throughout the train and the COR relay remains energized for 20 seconds after whichlocomotive power is reduced to idle.

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1-41 OCTOBER/97

FIGURE 1-26 #16 PIPE CONTROL CIRCUIT H.O. OR EMERGENCY POSITION

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OCTOBER/97 1-42

FIGURE 1-27 EMERGENCY APPLICATION BRAKE CYLINDER CONTROLOBSOLE

TED, REFER TO IP

-148-C


1-43 OCTOBER/97

H. EMERGENCY APPLICATION - Fireman's Valve


With the Brake Valve in Release or Service position and Brake Pipe above 50 psi an emergencyapplication will occur by actuating the Fireman's Brake Valve. An emergency rate of brakereduction occurs. The Brake Pipe Transducer (BPT) senses the rate of brake pipe drop andoutputs a signal to the computer via the ADZ board. The central processor (CP) identifies the inputas an emergency application and energizes the Brake Pipe Cut-Off Magnet Valve MV-53. CORRelay deenergizes, locomotive power is reduced to IDLE.

I. EMERGENCY APPLICATION - Train Separation


Same as Fireman's Vale Emergency, except the COR relay does not deenergize for 20 seconds.Locomotive power reduces to IDLE when COR deenergizes.

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OCTOBER/97 1-44

FIGURE 1-28 EMERGENCY APPLICATION FIREMAN'S VALVE OR TRAIN SEPARATIONOBSOLE

TED, REFER TO IP

-148-C


1-45 OCTOBER/97

J. AUTOMATIC APPLICATION - BAIL OFF

Refer to Figure 1-29 thru 34

When an automatic brake application is on, pressing the push button in the left side of theautomatic or independent brake handle in any position will direct main reservoir pressure at a rapidrate to the trainline Actuating Pipe (#13 Pipe.)

When actuated, the brake valve automatic or independent handle push button closes a microswitchsending a signal input to the SS-1 PCB. An isolated output is fed by computer (CP) PCB Via theBEA and DB-1 PCB's, that commands MV-13S to energize and MV13E to deenergize. MainReservoir pressure is directed through MV-13S to the 13-CO cut-off valve. When Main Reservoirexceeds 10 psi, 13-CO cut-off valve opens connecting main reservoir to and through MV-13EExhaust Valve and filter to the Actuating Pipe where pressure quickly charges to 130-140 psi. Thisair travels to the TRAILING units with traditional 26L equipment, where the 26F control valveactuating valves are piloted to quickly release the brakes. If the TRAILING UNIT is equipped withCCB equipment, the pressure would be sensed by pressure switch PS-13. Contacts of PS-13 closeat 25 psi increasing pressure sending a signal to the computer via the BEA-PCB to release theautomatic brake.

On the LEAD UNIT the central processor commands the EPA-2 PCB to release the #16 pipepressure through the Analog Converter Exhaust magnet valve which in turn drives the J-1 Relay toRelease. (Refer to Automatic Brake Release for operation.) As long as the automatic orIndependent Brake Valve push button is pressed main reservoir pressure will exist in the ActuatingPipe.

NOTE: If the Bail-Off continues for longer than 180 seconds, the Actuating pipe will bevented and brake cylinder pressure restored. This prevents tampering with the Bail-Off button.

When the BAIL-BUTTON is released the BAIL-OFF switch opens signaling the computer todeenergize MV-13S and energize MV-13E. Actuating Pipe quickly vents through the exhaust portof MV-13E to atmosphere. Pressure between MV-13E and 13-CO Cut-Off Valve is vented through13-CO and MV13S to exhaust. When this pressure reduces to below 7-8 psi 13-CO cut-off Valvecloses isolating the Actuating pipe from exhaust. Brake cylinder pressure is not restored.

BACK-UP BAIL-OFF (LEAD UNIT ONLY) (Refer to Fig. 1-35)

With CCB system OFF Bail-Off is still operative through a parallel hard wired circuit that directlyenergizes MV-13S to pressurize the #13 Actuating Pipe. When the Bail-Off button is releassed #13Actuating Pipe air is venting (somewhat slower) through a deenergized MV13S Magnet Valve.

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OCTOBER/97 1-46

FIGURE 1-29 AUTOMATIC BAIL OFF - LEAD UNIT - BNSF BAIL OFF ACTUATED -SERVICE OR EMERGENCY APPLICATION NORMAL POSITION

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1-47 OCTOBER/97

FIGURE 1-30 AUTOMATIC BAIL OFF - LEAD UNIT - BNSF BAIL OFF RELEASED-SERVICE OR EMERGENCY APPLICATION NORMAL POSITION

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OCTOBER/97 1-48

FIGURE 1-31 AUTOMATIC BAIL OFF - LEAD UNIT - BNSF BAIL OFF ACTUATED -SERVICE OR EMERGENCY APPLICATION BACKUP POSITION

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1-49 OCTOBER/97

FIGURE 1-32 AUTOMATIC BAIL OFF - LEAD UNIT - BNSF BAIL OFF RELEASED -SERVICE OR EMERGENCY APPLICATION BACKUP POSITION

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OCTOBER/97 1-50

FIGURE 1-33 AUTOMATIC BAIL OFF ACTUATING PIPE PRESSURIZED - LEAD UNITOBSOLE

TED, REFER TO IP

-148-C


1-51 OCTOBER/97

FIGURE 1-34 AUTOMATIC BAIL OFF ACTUATING PIPE VENTED - LEAD UNIT

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OCTOBER/97 1-52

FIGURE 1-35 BACK UP BAIL OFF LEAD UNITOBSOLE

TED, REFER TO IP

-148-C


1-53 OCTOBER/97

K. TRAIL POSITION - AUTOMATIC BRAKE


As with 26L Brake Equipment, the CCB System responds to changes in Brake Pipe pressure.Brakes release on pressure increase and apply on pressure decrease. But with CCB equipment,the Brake Pipe Transducer (BPT) reads the Brake Pipe pressure and directs the system to apply orrelease brake cylinder pressure.

L. TRAIL POSITION - ANY EMERGENCY APPLICATION AND RELEASE

As with Automatic Service Brake operation in TRAIL mode, the Brake Pipe Transducer reads theBrake Pipe pressure rate of drop and determines that an Emergency Application has been made onthis Unit.

Brake cylinder pressure develops the same as a LEAD Unit. Release is the same as LEAD Unit.

M. TRAIL OPERATION - BAIL-OFF


As a Trailing Unit MV-13E Magnet Valve would be deenergized by the computer. This allowspressure to increase to the 13-CO pneumatic valve which is normally closed. When pressurereaches 25 psi, PS-13 pressure closes signaling the computer to bail-off the brakes on this unit viathe #16 pipe circuit.

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OCTOBER/97 1-54

FIGURE 1-36 ER RESERVOIR CONTROL CIRCUIT HANDLE OFF POSITION - TRAILOBSOLE

TED, REFER TO IP

-148-C


1-55 OCTOBER/97

FIGURE 1-37 AUTOMATIC BAIL OFF - TRAIL UNIT BAIL OFF RELEASE - SERVICEAPPLICATION

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OCTOBER/97 1-56

FIGURE 1-38 AUTOMATIC BAIL OFF - TRAIL UNITOBSOLE

TED, REFER TO IP

-148-C


1-57 OCTOBER/97

FIGURE 1-39 AUTOMATIC BAIL OFF - BACK UP TRAIL OPERATION BC CONTROL

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OCTOBER/97 1-58

N. INDEPENDENT APPLICATION AND RELEASE

Refer to Figures 1-40 thru 1-46

As its name implies, Independent Braking applies and releases locomotive brakes independent ofthe Automatic Brake. The CCB system uses three high capacity magnet valves to accomplish this.These magnet valves are located on the #20 Block and control pressure to and from theIndependent Application and Release Pipe (#20 pipe) only.

Similar to the operation of the Automatic Brake the Independent Brake Handle on the CCB BrakeValve outputs a frequency to the computer proportional to handle position. The Independent Brakeis a closed Loop system similar to the Automatic Brake. Moving the handle between Releaseposition to Maximum brake produces a variable pressure output from 0 to 45 psi in the IndependentApplication and Release Pipe (#20 pipe). The system is pressure maintaining at all pressure levels.

In Release position the Exhaust Magnet Valve is energized all the time keeping the #20 pipevented. The Supply and Maintaining Magnet Valves remain deenergized blocking Main Reservoirto #20 pipe. The #20 Block also includes a Limiting Valve set 10 psi above the 20 pipe operatingpressure to prevent excessive brake cylinder pressure should a failure occur.

When the Independent Brake Valve Controller handle is moved into Service position a change offrequency is read by the computer. Pressure level is calculated and the computer commands theSupply Magnet Valve to energize and the Exhaust M.V. to deenergize via the BEA and DB1 PCB'sconnecting main reservoir supply to the #20 pipe. As the pressure approaches the Demandpressure the Maintaining Magnet Valve energizes connecting a calibrated orifice in series with theSupply Magnet Valve decrease flow rate to the #20 pipe. This prevents undesired cycling of themagnet valves. When #20 pipe pressure equals demand pressure the #20 pipe transducer (20T)feeds back a signal for the computer to deenergize the Supply Magnet Valve and MaintainingMagnet Valve. Should leakage occur in the #20 pipe increasing or decreasing pressure thetransducer outputs a voltage the computer to energize or deenergize the appropriate Magnet Valvefor pressure level compensation.

The system allows for graduating on or off the levels of #20 pipe pressure by moving the BrakeValve Controller handle in the appropriate direction. The system responds by controlling theappropriate #20 Block magnet valves.

Simultaneous with the 20 pipe control, the computer reads the level of 20 pipe pressure via the 20TTransducer and commands the AW4-16 Analog Converter to output a #16 pipe pressure equivalentto 160% of the #20 pipe pressure to the J-1 Relay. The J-1 relay in turn applies this pressure to thebrake cylinders.

Upon movement of the Independent handle toward Release position, as #20 pipe is reduced the20T Transducer signals the computer to command a release signal to the AW4-16 to reducepressure in the #16 control volume proportionate to the #20 pipe. In summary the CCB systemuses two circuits to control brake cylinder pressure i.e.: the #20 pipe control circuit and the 16 pipecontrol circuit. The #20 pipe circuit controls Independent Application and Release trainline pipe forcontrol of trailing unit locomotive brakes as well as a signal to control the #16 pipe circuit on theLEAD locomotive

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1-59 OCTOBER/97

FIGURE 1-40 INDEPENDENT RELEASE - 20 PIPE LEAD UNIT

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OCTOBER/97 1-60

FIGURE 1-41 INDEPENDENT APPLICATION - 20 PIPE LEAD UNIT - MAX. BRAKEOBSOLE

TED, REFER TO IP

-148-C


1-61 OCTOBER/97

FIGURE 1-42 INDEPENDENT APPLICATION - 20 PIPE LEAD UNIT - SERVICEZONE/MAINTAINING WITH 20 PIPE LEAKAGE

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OCTOBER/97 1-62

FIGURE 1-43 #16 PIPE CONTROL CIRCUIT APPLICATION POSITION/INDOBSOLE

TED, REFER TO IP

-148-C


1-63 OCTOBER/97

FIGURE 1-44 #16 PIPE CONTROL CIRCUIT RELEASE POSITION/IND

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OCTOBER/97 1-64

FIGURE 1-45 INDEPENDENT APPLICATION #20 (IND.) PIPE AND BC CONTROLOBSOLE

TED, REFER TO IP

-148-C


1-65 OCTOBER/97

FIGURE 1-46 INDEPENDENT RELEASE BRAKE CYLINDER CONTROLO. TRAILING INDEPENDENT BRAKING


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OCTOBER/97 1-66

On a CCB Trailing Locomotive Independent Application and Release Pipe pressure enters the PCUthough the #20 port and pressurizes the #20 core where it is blanked at the normally closed MV-20S and MV20E supply and exhaust magnet valves. The 20T Transducer reads the pressure andinputs the analog signal to the computer via the ADZ PCB's. The computer commands the AW4-16Analog Converter to apply and release the brakes identical to the LEAD Unit.

P. LOSS OF POWER OR DEFAULT MODE

Features are incorporated in the CCB system to enhance safety and minimize special proceduresdue to fault conditions or power loss.

Q. SERVICE PENALTY DEFAULTRefer to Figure 1-47 and 49

Default or penalty Magnet Valve MV-ER will be deenergized by the computer command when lossof power occurs. Equalizing Reservoir reduces to zero psi at a service rate of reduction. Brakepipe reduces to approximately 10 psi at a service rate.

With no power applied to the computer the AW4-16 Analog Converter is inoperative and unable togenerate #16 pipe control pressure.

Magnet valve (MV-16T) will deenergize connecting auxiliary BC Pressure (from the DIT Valve) tothe J-1 Relay Valve via the PVE Valve. As brake pipe reduces the pressure increases in theAuxiliary BC pipe commanding the J-1 Relay Valve to develop more BC pressure. When BrakePipe pressure reduces below 18 psi the PVE changes state and the pressure of the ELV valve (setto emergency pressure) overrides the pressure from the DIT Valve. This pressure differential willforce the double check to move and block off the DIT valve pressure and allow the ELV pressure tocommand the J-1 relay for emergency brake cylinder pressure. Under this condition dynamic brakeis inhibited.

As with any Service brake application the DIT Backup Valve operates to develop #16 pipe pressure.In this case however, the pressure developed by the ELV Valve is higher and supersedes thebackup valve.

A unique Brake Pipe Cut off circuit design provides for suspension of Brake Pipe chargingautomatically through the Brake Pipe piloted BP-CO Pneumatic Cut-Off Valve described earlier. Nomanual cut-out required.

The Independent Application and Release Pipe is captured by normally closed magnet valves onthe #20 Block.

The Actuating Pipe is automatically exhausted, then captured by a specially designed circuit similarto the Brake Pipe Cut-Off circuit. With power off MV-13E Exhaust Magnet Valve is deenergizedconnecting the #13 pipe to the 13CO Cut-off valve. If air exits in the Actuating (#13 pipe) pipe whenpower is lost, pressure is allowed to vent down to the 13-CO setting of 7-8 psi. When 13-COcloses, the remaining pilot pressure on the 13-CO Valve vents through Magnet Valve MV-13S. Thepressure remaining in the Actuating pipe is too low to cause Bail-Off on other locomotives in theConsist.

In summary, this unit is automatically conditioned for TRAIL service with unexpected loss of power.The Air Brake circuit breaker should be opened if the Unit continues in TRAIL service. There is noother manual operation to be performed.OBSOLE

TED, REFER TO IP

-148-C


1-67 OCTOBER/97

FIGURE 1-47 SERVICE DEFAULT

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FIGURE 1-48 TRAIL POSITION AUTOMATIC BRAKE - INDEPENDENT BRAKEOBSOLE

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1-69 OCTOBER/97

FIGURE 1-49 SERVICE PENALTY DEFAULT BRAKE PIPE AND BRAKE CYLINDER

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OCTOBER/97 1-70

R. INDEPENDENT - BACK UP TRAIL OPERATION


When an Independent Application is made by the LEAD unit, the Independent Application andRelease Pipe (#20 pipe) is pressurized. Air flows to the DIT Valve on the inoperative Trailing Unitthrough the double check Valve to the MV16T default magnet valve.

With no power to this magnet valve Independent brake pressure flows to the J-1 Relay via doublecheck valve in the PVE. Main Reservoir is allowed to flow thru the BC Relay (J-1) and buildupbrake cylinder pressure to the desired pressure determined by the pilot pressure. Independentbrakes are released through the same path back through Independent brake valve or CCB systemof the LEAD unit.

S. AUTOMATIC SERVICE APPLICATION BAIL OFF - BACK UP TRAIL OPERATION


With the Automatic Brake applied via the DIT valve on the inoperative TRAIL UNIT, the brakes canbe bailed off on this unit in the same manner as conventional 26L brake equipment.

The Actuating Pipe #13 Pressure (M.R.) from the LEAD unit enters the DIT valve through port 13and moves the Actuating Valve to Release position. Auxiliary Reservoir is quickly reduced. BrakePipe pressure opposing Auxiliary Reservoir across the DB-10 control valve Service piston movesthe valve to Release position connecting the #16 control volume at the J-1 Relay to Exhaustthrough port 10 of the DB-10. Brake Cylinder pressure exhausts to atmosphere through the J-1Relay to zero.

When the Independent handle on the lead loco is released from the bail off position the TrainlineActuating Pipe is vented. The Actuating Pipe is vented at the LEAD unit. The Actuating Portion ofthe DIT Valve resets, blanking Exhaust port 10 to the Auxiliary Reservoir. Brake pipe pressure willslowly recharge the Auxiliary Reservoir to the level of brake pipe.

A further reduction of brake pipe from a Service application will reapply the brakes on thislocomotive. Brakes may again be bailed off.

T. EMERGENCY APPLICATION BAIL-OFF BACK UP TRAIL OPERATION(Refer to Figure 1-50)

In emergency the PVE valve has moved due to brake pipe pressure below nominally 18 psi. In thisposition the emergency regulating valve is connected directly to the J-1 Relay and cannot be bailed-off as described above. In order to bail off an emergency application, the PVE must be shuttledback to its normal service position. This is accomplished by supplying actuating pipe #13 pressurethrough a double check valve to the PVE valve. The PVE resets allowing #16 pipe pressure to ventas described under service bail-off. When the independent handle on the lead loco is releasedfrom the bail off position the brakes will reapply to the normal emergency pressure.

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1-71 OCTOBER/97

BACK UP BRAKE SYSTEM (DIT/DEAD-IN-TOW VALVE)

The DIT Valve is always cut-in to the brake system, although not controlling brake cylinder. Eachtime brake pipe reduces as just described, the DIT valve responds by moving to its ServicePosition. Auxiliary Reservoir is connected to the #16 control reservoir via calibrated orifice 53D at aservice rate of flow.

The reservoirs are sized to produce about a 2 1/2 to 1 control volume pressure to brake pipereduction. If the CCB system is operative MV-16T magnet valve will be energized closing the pathbetween the back-up valve (DIT) and J-1 relay.

During Service braking MV-53 magnet valve remains de-energized to supply brake pipe pressure tothe BP-CO pneumatic brake pipe cut-off valve. Thus, the high capacity cut-off valve connects theBrake Pipe Relay exhaust to brake pipe trainline permitting application of train brakes.

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OCTOBER/97 1-72

FIGURE 1-50 EMERGENCY APPLICATION BAIL-OFF BACK UP TRAIL OPERATIONOBSOLE

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1-73 OCTOBER/97

FIGURE 1-51 INDEPENDENT APPLICATION - BACK UP TRAIL OPERATION DIT VALVEAND BC PIPE

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OCTOBER/97 1-74

NOTE: The following tables and diagrams (Figures 1-52 thru Figures 1-62) are various Inputs and Outputs thatinterface from the CCB Computer to the Locomotive Computer and Locomotive Trainlines and back tothe CCB Computer.

LOCOMOTIVE INPUT/OUTPUT INTERFACEINPUTS

NAME ABBR INPUT BOARDS FUNCTION

BATTERY NEGATIVE BAN SC1/SC2 74 R Reference for SC-1 and SC-2

BATTERY POSITIVE BAP SC1/SS5 + 74 VDC reference for FVS switches

TRAINLINE SIGNAL BG SC2/SS5 Type Two Inhibit Locomotive Air Brake

REVERSER SIGNAL R SCI/SS5 Reverser Position Indicator

COMMUNICATIONS COMM RS422 interface to ILC

FIREMAN'S VALVESWITCH

FVS SC2/SS5 Immediate PC

EMERGENCYMAGNET VALVE

MVEM SC2/SS5 Signal high for emergency indication

ZERO SPEED ZS SC2/SS5 Speed > 3.5 MPH

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1-75 OCTOBER/97

LOCOMOTIVE INPUT/OUTPUT INTERFACEOUTPUTS

NAME ABBR BOARD RELAY FUNCTION

EMERGENCY SAND ES SS5/DB2/ K1 Timed Emergency Sanding-60 SEC-LEAD orTRAIL

CUT-OUT RELAY COR2 SS5/DB2/K2 Same as K5

SPARE SS5/DB2/K3

RAIL LUBINDICATOR

RLIS SS5/DB2/K4 Open BC <10 psi and BP > 40 psiClosed BC> 15 psi or BP < 20 psi

CUT-OUT RELAY COR BEA/DB2/K5 Knocks down locomotive power in emergencyand penalty , 20 Sec. time delay in BIT

SPARE EPA2/DB2/K6

AIR BRAKE ALARM VA EPA-2/DB2/K12 Drives AB Fault and Trainline Alarm whenComputer fails

BAIL OFF BACK-UP BOBU SS1/DB2/K7 Normally energized for computer bail offDe-energized for bail off back-up

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FIGURE 1-52 AIR BRAKE ALARM OUTPUTOBSOLE

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1-77 OCTOBER/97

FIGURE 1-53 REVERSER-TRAIL MODE INHIBIT

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FIGURE 1-54 ZERO SPEEDOBSOLE

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1-79 OCTOBER/97

FIGURE 1-55 TL-21TBG INPUT

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OCTOBER/97 1-80

FIGURE 1-56 CONDUCTOR EMERGENCYOBSOLE

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1-81 OCTOBER/97

FIGURE 1-57 EMERGENCY SAND OUTPUT

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OCTOBER/97 1-82

FIGURE 1-58 PC RESET OUTPUTOBSOLE

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1-83 OCTOBER/97

FIGURE 1-59 RAIL LUB INDICATOR OUTPUT

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OCTOBER/97 1-84

FIGURE 1-60 SPOTTER CONTROL OUTPUTOBSOLE

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1-85 OCTOBER/97

FIGURE 1-61 POWER DISTRIBUTION

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OCTOBER/97 1-86

THIS PAGE LEFT BLANK INTENTIONALLY

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IP-164-C 2-1 APRIL/98

CHAPTER 2

COMPONENT DESCRIPTIONS

2.1 COMPONENT DESCRIPTION

The following provides information regarding the construction, function and/or other importantfeatures of the major components that make up the CCB Brake System.

COMPONENT P/D DES. P/N C.W. NO.

J-1 RELAY VALVE ...............................................BC Relay 735690 C.W. 135PRESSURE TRANSDUCER................................MRT, BPT, 774007 C.W. 217

FLT, BCTTEST COUPLING.................................................TPMR, TP 16 772815 C.W. 218

TP 13, TPBCTPBP, TPERTP 20

ANALOG CONVERTER.......................................AW4-ER, AW4-16 774009 C.W. 219MAGNET VALVE WMV1-ZEST ...........................MVER, MV13S, 770950 C.W. 220

MV13E, MV16TRELAY VALVE KR-5EO.......................................BP Relay 770954 C.W. 221MAGNET VALVE WMV02-ZT ..............................MV53 770952 C.W. 222CUT-OFF VALVE WKV3000-TS..........................BPCO 770955 C.W. 223AIR FILTER LF-19T..............................................BP FILTER 770956 C.W. 224

20 FILTER13 FILTER

OVERFLOW VALVE ............................................13CO 773796 C.W. 225REDUCING VALVE ASSEMBLY DMV-15 ...........ELV 770958 C.W. 226PISTON VALVE (V309-4A-T)...............................ACT. VLV. 770959 C.W. 227DOUBLE CHECK VALVE DRV-7-T .....................DCV 770960 C.W. 228EMERGENCY VALVE ASSEMBLY NB11-T ........PVEM 770961 C.W. 229MAGNET VALVE WMV01-ZEST .........................MVEM 770951 C.W. 230RESERVOIR.........................................................16 RES. 767134 C.W. 231DB-10 SERVICE PORTION .................................DB10 TV 769140 C.W. 23220 PIPE PORTION ASSEMBLY...........................20CP 774558 C.W. 233

BRAKE VALVE CONTROLLER ...........................BVC 775292 C.W. 278DIT VALVE ...........................................................DIT/DDBI 773851 C.W. 279EMERGENCY VALVE ANDDOUBLE CHECK VALVE ....................................PVE/DBI 773839 C.W. 280RESERVOIR.........................................................Aux. Res. 435 cu. in 705161 C.W. 248RESERVOIR.........................................................#16 Pipe 90 cu. in. 767134 C.W. 249PRESSURE SWITCH ..........................................PS-BP. PS-13 772732 C.W. 250COMPUTER RELAY UNIT...................................CRU 775297 C.W. 281PNEUMATIC CONTROL UNIT ...........................PCU 775295 C.W. 282

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3-1 OCTOBER/97

CHAPTER 3

PREPARATION FOR MAINTENANCE

3.1 General Information

This chapter covers the safety and assembly precautions that must be taken at all times whenperforming the work procedures described in Chapter 4 of this Manual.

3.2 Safety Precautions

To prevent physical injury or death, all personnel directly or indirectly involved with themaintenance, repair, overhaul and /or inspection of the equipment described in this Manualmust conform to the following:

3.2.1 Observe all CSX rules and regulations. Whenever there is a conflict between the instructionsgiven below and in this manual, CSX rules and regulations will govern.

3.2.2 When performing any test work on devices or equipment while they are on the vehicle (onlocomotive test, etc.) special precautions must be taken to ensure that vehicle movement willnot occur which could result in injury to personnel and/or damage to equipment. Make sure thehand brake is applied and that the wheels are chocked to prevent vehicle from moving.

3.2.3 Dangerous voltages are present throughout the locomotive. Always exercise extreme carewhen working in close proximity to electrically-energized apparatus or when making currentmeasurements. To prevent receiving electrical shock when performing electrical tests, handsmust be clear of electrical components, contacts and housing, and there must be no bodilycontact with the work area. Failure to heed this warning could result in severe injury or death.

Shut off locomotive power and open air brake breaker whenever continuity is to be checked orwhen handling equipment connections. When shutting off power by means of knife or switch:

(a) Attach an approved WARNING tag to the open breaker.

3.2.4 De-pressurize air system before loosening connections or components. Before removing anycomponent from its mountings, the train must be safely parked. To prevent personal injury, allmain reservoir, brake supply reservoir, and brake cylinder on the affected locomotive must bevented.

"Bottled" up air under pressure (even though air supply is cut off) may cause gaskets and/orparticles of dirt to become airborne and an increase in sound level when any component part isremoved from the equipment arrangement. Personal eye and ear protection must be worn andcare taken to avoid possible injury when performing any work on these component parts.

3.2.5 The use of an air jet, which must be less than 30 PSIG, to blow parts clean or to blow them dryafter being cleaned with a solvent will cause particles of dirt and/or droplets of the cleaningsolvent to be airborne. These particles and droplets may cause skin and /or eye irritation.Personal eye protection must be worn to protect the eyes from possible injury. When using anair jet do not direct it toward another person. Improper use of air jet could result in bodily injury.

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3.2.6 If degreasing fluids are used for cleaning purposes, the current local safety regulations plus thesafety precautionary statements of the manufacturer of the cleaning agent must be adhered to.Otherwise, physical harm could result from the inhalation of toxic fumes. Make sure the area iswell ventilated when working with materials which produce harmful fumes.

3.2.7 Personal eye protection must be worn when doing any work to protect eyes from possible injury.

3.2.8 When performing maintenance procedures on system components, assemblies may be under aspring load. Exercise caution during disassembly so that no parts "Fly Out" and cause bodilyinjury.

3.2.9 Where fasteners removed from the locomotive equipment are not satisfactory for reuse, caremust be taken to select replacements that match the originals. Mismatched or incorrectfasteners can result in equipment damage or malfunction, or possible personal injury.

3.2.10 Follow all WARNING, CAUTIONS, and NOTES found throughout this Manual. If you must usea work procedure or tool which is not recommended, you must first satisfy yourself that neitheryour safety, your fellow workers safety, nor that of the equipment will be jeopardized by themethod selected.

3.2.11 Appropriate tool selection is required when performing all maintenance operations to avoidpersonal injury.

3.2.12 Person(s) having the appropriate job skill level as governed by BNSF are required whenperforming maintenance and/or operational tasks with the brake system and systemcomponents.

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3.3 Component Assembly Precautions

To prevent accidental damage to or the malfunction of the system components or entire brakesystem, the following must be adhered to:

3.3.1 To ensure the correct functioning of each component, use only the manufacturers genuinespare parts as replacements.

3.3.2 Although the component parts of identical valves are interchangeable, it is generally preferableto refit serviceable used parts in the valve from which they have been dismantled. Whenpossible, the component parts of each valve should be grouped together after dismantling,cleaning, etc.

3.3.3 The solvent used for cleaning the metal parts MUST be an aliphatic organic solution, such asmineral spirits or naphtha, that will dissolve oil or grease and that will permit all parts to becleaned without abrasion.

3.3.4 Many of the component parts have a fine surface finish and must be handled carefully to avoidaccidental damage. A clean well lit work bench is essential. A lino topped wooden work benchprovides an ideal working surface. If a metal topped work bench is used, some form ofprotection must be provided in order to avoid brushing any metal parts which might accidentallystrike the bench top.

3.3.5 The work area should be clean. The locomotive equipment must be clean and located in theassigned maintenance area.

3.3.6 Whenever a valve or system component is removed from a vehicle for any reason, and it isreinstalled or replaced with a new or repaired and tested component, a stationary vehicle airbrake test and an equipment test must be performed to ensure that the component functionsproperly within the system.

3.3.7 Before a valve or system component is installed on a vehicle, the valve or component musthave successfully passed an approved code of tests for that valve component when such isrequired.

3.3.8 Appropriate tool selection is required when performing maintenance operations to avoidunwarranted equipment damage.

3.3.9 When air pressure measurements are to be made for the purpose of pressure level verificationand/or adjustment, an air brake test gauge having an accuracy of ± 1 PSI is required.

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4-1 OCTOBER/97

CHAPTER 4

SCHEDULED INSPECTION


This chapter provides recommendations regarding scheduled maintenance to be performed onthe CCB Brake System.

4.2 Inspections

The CCB brake system must be inspected at the intervals prescribed in this section.

The preventative maintenance schedule as established by CSX consists of an inspectionperformed at 92 day intervals.

WARNING: BEFORE ATTEMPTING TO SERVICE, INSPECT, TROUBLE-SHOOT,REMOVE OR REPAIR ANY COMPONENTS OF THE BRAKE SYSTEM, THESAFETY PRECAUTIONS OUTLINED IN CHAPTER 3 MUST BE ADHEREDTO.

4.3 92 Day Inspection

Identification and location of components is shown on figures 4-1 and 4-2.

4.3.1 Air Pressure Test

Reference chapter 5 Section 5.2.1.

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OCTOBER/97 4-2FIGURE 4-1 PNEUMATIC CONTROL UNIT

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4-3 OCTOBER/97FIGURE 4-2 COMPUTER RELAY UNIT

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OCTOBER/97 4-4

4.4 EQUIPMENT REPLACEMENT, REPAIR AND OVERHAUL

4.4.1 Equipment Replacement

In the event that a component of the CSX Brake System requires removal and/or replacement,the procedures given in Chapter 6, Equipment Replacement should be followed.

The suggested guidelines for component overhaul of the CSX Brake System are listed in theschedule below.

4.4.1.1 Annual

Clean Air Filter or replace if damaged

4.4.1.2 5 Years (Per FRA waiver H-95-3)

Brake Controller - OverhaulPneumatic Control Unit - OverhaulDIT Valve - Overhaul

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CHAPTER 5

ON-LOCOMOTIVE EQUIPMENT CHECKOUT AND ANALYSIS


This chapter provides recommendations regarding equipment checkout and analysis tobe performed on the CCB/EMD/CSX Brake System. Whenever there is a suspectedbrake problem or degraded brake performance, it is necessary for that locomotive to havean equipment checkout and analysis performed to locate and correct the problem. Thefollowing instructions should also be used when normal equipment inspections areperformed.

5.2 Functional Testing

The purpose of Chapter 5, Section 5.2, is to functionally check out the Brake equipment.

5.2.1 LOCOMOTIVE AIR BRAKE TEST (211)

A. When lead or trailing locomotive(s) are changed en route, an application andrelease test of the locomotive brakes must be made in the following order. The testmust also be performed when trailing locomotive(s) are cut off en route unless it isknown all MU air lines are closed on the trailing end of the rear locomotive coupledin multiple.

1. With equipment fully charged, make a 10 psi brake pipe reduction andobserve that brakes apply on each locomotive. Release automatic brake andobserve brakes release on each locomotive.

2. Apply independent brake and observe brakes apply on each locomotive.Release independent brake and observe brakes release on each locomotive.

3. Make a 10 psi brake pipe reduction and observe that brakes apply on eachlocomotive. Release brake by depressing independent brake valve handle inrelease position and observe brakes release on each locomotive.

5.2.1.1 Locomotive Terminal Air Brake Test (212)

A. Prior to a locomotive being offered for service at a maintenance facility, alocomotive brake test must be made as follows. After observance of items shownin Rule 212A are complied with, if locomotive is equipped with an Alertness ControlDevice, 26 type air brake equipment and only one individual is available to makethe test, procedures as indicated in Rule 212C must be followed.

B. Check the following items before starting tests:

1. Ensure sufficient hand brakes are applied or number of wheels blocked onlocomotives to prevent locomotive movement when air brakes are releasedfor test.

2. Generator field switch is OFF.

3. Reverser handle is CENTERED.

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4. Brake pipe maintaining feature is cut out.

5. Brake pipe and MU hoses are properly coupled between locomotives.

6. Angle cocks and cutout cocks are properly Positioned between locomotives.

7. Brake equipment is fully charged.

C. Application, Release Leakage and Emergency Test:

1. Move independent brake valve handle to release position and note brakesrelease.

2. Make a 10-pound brake pipe reduction with the automatic brake valve andnote brakes apply.

3. On No. 6 equipment, move automatic brake valve handle to LAP positionand, on 26 equipment, move automatic brake valve cutout valve to OUTposition.

a. Observe brake pipe gauge and note leakage does not exceed 5pounds per minute. If leakage is excessive, check brake pipe, hosesand gaskets for leakage.

b. On 26 equipment only, observe the equalizing reservoir gauge and noteNO leakage exists. If equalizing reservoir leakage does exist, performone or more of the following.

• Check for leakage at equalizing reservoir gauge, test block or relatedpiping. Repair, if possible, considering time constraints on locomotiveavailability.

• Secure another locomotive for controlling position.

• Inform locomotive engineer to use PASS position of the automaticbrake valve cutout valve when required and report the condition tomaintenance point or place into MMC.

4. On 26 equipment only, move the automatic brake valve handle back toMinimum Reduction position.

a. Observe the equalizing reservoir gauge and note pressure build updoes not exceed 1 pound per minute.

5. Depress independent brake valve handle for 4, seconds for each locomotivein the consist and note brakes release on all locomotives.

6. On 26 equipment only, move automatic brake valve cutout valve to IN or FRTposition.

7. Make an additional brake pipe reduction and note brakes reapply.

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9. Move automatic brake valve handle to EMERGENCY position and note:

a. Brake pipe pressure drops rapidly to zero.

b. Brake cylinder pressure increases.

c. PC light comes on.

d. Engine RPM reduces to Idle.

10. Depress independent brake valve handle in RELEASE position for 4seconds for each locomotive in the consist and note brakes release on alllocomotives.

11. Release independent brake valve handle and note brakes reapply.

12. Move throttle to IDLE position.

13. On No. 6 equipment move automatic brake valve handle to LAP position.

14. Wait 60 seconds.

15. Move automatic brake valve handle to RELEASE position and note:

a. Brake pipe pressure is restored.

b. PC light goes out.

c. Brakes release.

16. On locomotives so equipped, the Alertness Control Device must be tested toensure the reset button will reset the device and brakes will apply after timedelay.

17. Emergency Brake Valve must be tested after brake equipment is recharged.

18. Move independent brake valve handle to FULL APPLICATION position.

D. Application, Release, Leakage and Emergency Test by one individual onlocomotives equipped with Alertness Control Device and 26 type brake equipment.

1. Move independent brake valve handle to RELEASE position and note brakesrelease.

2. Depress the automatic brake valve cutout valve handle and move it to OUTposition.

3. Adjust regulating valve to 103 psi.

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5. Ensure brake pipe pressure is at the required 80 psi. Adjust regulating valve,if necessary, 6. Make a 10 pound brake pipe reduction by moving theautomatic brake valve handle towards HANDLE OFF position and notebrakes apply. Move automatic brake valve cutout valve to OUT position.

a. Observe brake pipe gauge and note leakage does not exceed 5pounds in a test of one minute. If leakage is excessive, check brakepipe, hoses and gaskets for leakage.

b. Observe equalizing reservoir gauge and note NO leakage exists. ifequalizing reservoir leakage does exist, perform one or more of thefollowing.

• Check for leakage at equalizing reservoir gauge, test block orrelated piping. Repair, if possible, considering time constraintson locomotive availability.

• Secure another locomotive for controlling position.

• Inform locomotive engineer to use PASS position of the Iautomatic brake valve cutout valve when required and report thecondition to maintenance point or place into MMC.

8. Move automatic brake valve handle back to SUPPRESSION position.

a. Observe the equalizing reservoir gauge and note pressure build updoes not exceed one pound per minute. If excessive equalizingreservoir pressure is noted, report to maintenance point or place intoMMC.

9. Depress independent brake valve handle for four seconds for eachlocomotive in the consist and note brakes release on all locomotives.

10. Move automatic brake valve cutout valve to IN or FRT position.

11. Make an additional brake pipe reduction by moving the automatic brake valvehandle further towards HANDLE OFF position and note brakes reapply.

12. Move throttle to No. 3 position and note engine RPM increases.

13. Move automatic brake valve handle to EMERGENCY position and note.

• Brake Pipe pressure drops rapidly to zero.• Brake cylinder pressure increases.• PC light comes on.• Engine RPM reduces to Idle.

14. Depress independent brake valve handle in RELEASE Position for 4 secondsfor each locomotive in the consist and note brakes release on all locomotives.Handle must be blocked down for test.

15. Release independent brake valve handle and note brakes reapply.

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17. Wait 60 seconds during which time perform the following:

• Depress the automatic brake valve cutout valve handle and move it toOUT Position. Move automatic brake valve handle to RELEASEposition.

• Adjust regulating valve to 80 psi.

• Move automatic brake valve cutout valve to desired position.

18. Note the following:

• Brake pipe pressure is restored.

• PC light goes out,

• Brakes release.

19. On locomotives so equipped, the Alertness Control Device must be tested toensure the reset button will reset the device and brakes will apply after timedelay.

20. Emergency Brake Valve must be tested after brake equipment is recharged.

21. Move independent brake valve handle to FULL APPLICATION position.

5.2.2 GENERAL MOTORS LOCOMOTIVE GROUP(C335 rev 29 DE93)

A. PRELIMINARY CHECKS

1. Ensure that the main reservoir system has been blown out and that all mainreservoir drain valves are CLOSED.

2. Ensure that all trainline end connection pipe valves are CLOSED.

3. Verify that the following cut-out valves are OPEN:Main ReservoirBrake Cylinder Truck 1Brake Cylinder Truck 2

4. Ensure that both #8 VENT valve exhaust ports are not plugged or restricted.

5. Ensure that the EM2000 and ICE systems are operating and that the mainreservoir is charged to 120 psi. minimum.

6. Place the Independent handle in the "REL" position.

7. Place the Automatic handle-in the "HO' position.

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B. POWER SUPPLY TESTS

1. Ensure that battery voltage is greater than 68 VDC before continuing withthese tests.

2. Verify that ABICO relay is energized only when the AIR BRAKE breaker isCLOSED.

3. Remove the LOCOMOTIVE START FUSE, briefly energize STA and verifythat (while STA is energized);

Battery volt.(+) at 54L8ABICO is de-energized

4. Open the AIR BRAKE circuit breaker.

C. POWER ON SELF TESTS

1. Verify the following system self test LED states within 60 seconds of powerapplication:

D. SOFTWARE REVISION/CHECKSUM

1. Connect the test computer serial cable #xxxxx to the RS232 communicationport on the DI board.

2. Record the CRC checksum for the control software using the Procom PlusScript files:

CRC CHECKSUM:

3. Record the software version and revision data using the Procomm Plus Scriptfiles:

SOFTWARE PART NBR VERSION DATECRU-DI

E. COMMUNICATIONS PORT TESTS

1. Connect the #4 serial port test plug to the CRU RS232 communication porton the DI board.

2. Connect the RS232 port to the test computer.

3. Remove the P3 plug at the CRU and connect the feedback loop test unitRS422 cable to the P3 connector on the CRU.

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5. Transmit the test pattern and ensure that it is correctly received by thefeedback loop test unit.

6. Use the "ZZZZZZ" command to enable reception of a test pattern from thefeedback loop test unit.

7. Transmit the test pattern and ensure that it is correctly received by the ICEcomputer system.

8. Use the "yyyyyyy" command to release the RS422 test mode and reconnectthe RS422/ICE300 plug at P3.

F. SYSTEMS LEVEL TESTS

1. RECORD THE FOLLOWING SERIAL NUMBERS:

Cab Control Unit (CCU)Computer Relay Unit (CRU)Voltage Conditioning Unit (VCU)Pneumatic Control (PCU)

2. For the following pressure tests use a master gauge set only. DO NOT USEICE TSI Display gauges to verify pressure/timing settings. DO NOTATTEMPT to calibrate the ICE TSI Display gauges and use them as mastergauges for the tests which follow.

3. The following abbreviations are used in The Air Brake Test Sections

ABV Automatic Brake Valve handleIBV Independent Brake Valve handleCOV Cut Off ValveMR Main Reservoir pressureBP Brake Pipe pressureER Equalizing Reservoir pressureBC Brake Cylinder pressurepsi pounds per square inchin.Hg inches of MercuryAMR Aux. Main Res.COC Cut Out Cock

G. INITIAL CONDITION

1. Chock the wheels and apply the handbrake.

2. Apply calibrated 0.25% gauges to the following quick disconnect ports on thebrake rack:

ERMRBCBP

3. Close all cutout cocks except for the CCS and MVCC lines and ensure that.,

ABV = "Handle Off"IBV = "Release"

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4. Ensure that the air system has been charged to at least 120 psi.

5. When instructed to Recharge the system a minimum of 3 minutes is usuallyrequired for this operation.

NOTE: All brake cylinder application and release times are measured from theinstant the brake valve handle is moved

H. Main Reservoir Leakage Test

NOTE Extra care must be exercised in detecting leaks in equalizing, auxiliary,control and volume reservoir circuits. ALL LEAKS MUST BE REPAIREDPRIOR TO CONTINUING. Note that the engine must be stopped toenable leaks to be found efficiently.

1. Ensure that BELL, HORN, SANDING and RAIL LUBE systems are cut inbefore continuing leakage tests.

2. Drain #2 MR to 90 psi and close both #2 MR COC and the AMR COC.

3. Wait two minutes and then record the leakage over the next three minutes:

I. TSI Display Calibration

1. Record the following pressures and ensure that the error is less than ±3 psi ineach case:

TSI GAUGE ERROR(psi) (psi) (psi)

MR

ER

BC

2. With brake system fully charged (120 psi MR min.) use the ICE TSI menu"AIR BRAKE" to perform the following setup functions:'

LEADFREIGHTER= 90 psiCUT IN

3. Acknowledge any crew messages, set the ABV to the release position andobserve that:

ER= 89 to 91 psiBP= ER±l psiTSI shows "LEAD-CUT IN"

NOTE: DO NOT PROCEED past this point if the above settings cannot beachieved.

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J. BRAKE PIPE LEAKAGE

1. Make a 15 psi brake pipe reduction and verify that:

ER= 74 to 76 psi

BP= ER±1 psi

Set up the brakes as follows:

LEAD-CUT OUT

ABV= Full Service Reduction

2. Wait one minute and then record the BP leakage over the next three minutes;

3. Ensure that, during the above test:

BP does not INCREASE

ER= 63 to 65 psi

4. Set the ABV to Release and-verify for one minute:

BP= 89 to 91 psi

BP does not increase further

K. INDEPENDENT BRAKE VALVE

1. Set the air brake system to LEAD-CUT IN and set the IBV to full Release.

2. Set the IBV to "Full Application", and verify that;

BC = 71 to 74 psi in 2-5 GCC.

Air at all "IND APP REL" end conn.

3. Set the IBV to "Release" and verify that:

BC = 5 Psi within 5 sec.

BC = 0 psi-final

4. Move the IBV toward "Full Application" in several 5 to 10 psi (BC) incrementsBC and verify that BC increases and remains constant after each step.

5. Move the IBV toward "Release" in several 5-10 psi (BC) increments andverify that BC decreases and remains constant after each step.

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7. Lift the "Bail Off Ring" on the IBV and confirm that:

Air at all "ACT', end conn.

BC= 0 psi within several seconds

8. Move the ABV to "Full Service" and note that the BC= 26 to 28 psi.

9. Move the IBV towards maximum application until the BC= 40 to 50 psi.

10. Lift the "Bail Off Ring" on the IBV for 4 sec. and confirm that the BC readingdoes not change.

11. Set the IBV to "Release" and ensure that BC = 0 psi.

12. Set the ABV to "Emergency" and ensure that BC = 78 to 82 psi.

13. Lift the "Bail Off Ring" on the IBV and confirm the BC= 0 psi after 6 to 10seconds.

14. Release the "Bail Off Ring" on the IBV and confirm the BC increases to 78 to82 psi.

15. Recover the Emergency as per the TSI instructions.

L. AUTOMATIC BRAKE VALVE

1. Recharge the system and establish the following:

IBV- "Release"ABV= "Release"ER= 89 to 91 psiBP= ER±1psiBC= 0 psiPCS= closed

2. Set the ABV in "Minimum Reduction position and verify that:

ER= 82 to 84 psiBP= ER±1 psiBC= 8 to 12 psiBrakes Apply

3. Move the ABV in 5 to 10 psi step BP reductions and ensure that;

ER and BP reduce at each stepBP= ER±1 psi at each stepBC increases at each step

4. Set the ABV to "Full Service" and ensure that the BC= 61 psi maximum.

5. Slowly move the ABV towards "Release" and verify that the ER and BP do notincrease until the ABV has reached the "Release" zone.

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6. Recharge the system, move the ABV directly to the "Full Service" zone andnote that:

ER= 66 psi in 4 to 7 sec.

BC= 45 psi in 8 to 10 Sec.

BC= 59 to 61 psi final.

7. Set the ABV to "Supp" and verify that:

ER= 63 psi min.BP= ER±1 psiBC remains at 59 to 61 psi.

8. Set the ABV to "HO" and verify that:

ER= 0 to 1 psi.BP= 7-13 psiBC=80 psi final

9. Set the ABV to "Release" and recharge the system.

M. Brake Cylinder Cut Out

1. Move the, IBV handle to the MAX position and note the BC is 71 to 74 psi.

2. Close the #1 truck COC, allow BC pressure to fully exhaust from the #1 truckand observe that.

TSI displays 0 psi BC pressure.

3. Move the IBV handle to the REL position for 5 sec. then return it to the MAXposition observing that the TSI display remains at 0 psi BC pressure.

4. Open the #1 truck COC and note that the TSI displays 71-74 BC pressureand that the truck brakes apply.

5. Move the IBV handle to the REL position.

N. Passenger Mode - Graduated Release

1. Set the air brake system to "PASSENGER" mode.

2. Move the ABV handle to the "Full ,Service" position and verify that:

ER= 63 to 65 psiBP= ER±1 psi

3. Slowly move the ABV handle towards the "Release" position and note that theBP can be gradually increased. Note that the BC fully releases once the BPhas increased.OBSOLETED, R

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4. Move the ABV handle to "Release" and verify that

ER= 89 to 91 psi.BP= ER±1 psi

5. Reset the brakes to "FREIGHT" and recharge the system.

O. ICE system Power Fail

1. Move the independent brake handle into the application zone to achieve BC=27 to 29 psi.

2. Open the ICE control circuit breaker and ensure that after 15 seconds:Penalty Brake applicationBP= 7 to 13 psiPCS opens immediately

3. After one minute CLOSE the ICE circuit breaker and reset the penalty.Ensure that the following is observed after the ICE system has initialized:

ER= 0 psi.BP= 8 to 10 psi.BC= 78 to 82 psi.

4. Move the ABV handle to "Suppression" and move the IBV handle to the"Release" position.

5. Bail off the automatic brake application, OPEN the ICE breaker and after 15sec. note that PCS opens.

6. CLOSE the ICE breaker and observe that PCS closes,

7. Move the ABV handle to the "Release" position and recharge the system.

P. Brake System Power Fail

1. Apply a jumper across ABICO-2NO to 2C Interlock.

2. Ensure the brake system is set for LEAD-CUT IN and that both brakehandles are in "RELEASE".

3. When the BC=O psi set the unit in D.B. position 1.

4. Lift the Bail Off ring on the IBV handle, OPEN the AIR BRAKE circuit breaker,release the Bail Off and note that:

Penalty ApplicationBP immediately reducesPCS opens immediatelyTrainline alarm soundsBC is 0 psi and Dynamic Brake is activeAir Brake Fail lt lamp is ON

5. Note that brake cylinders apply when BP falls below 20 psi.

6. After one minute, move the ABV handle to "Supp".OBSOLE

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7. Close the AIR BRAKE breaker and observe:ER= 0BP= 7 to 13 psiBC= 79 to 81 psi.Air Brake fail lamp is OFFPCS closes after 40 sec.

8. Move the IBV handle to the MAX position, move the ABV handle to "Release"and verify that:

ER= 89 to 91 psi.BP= ER±1 psi.BC=44 to 47 psi.

9. Move the IBV handle to "Release", verify that BC= 0 psi, move the IBVhandle to MAX and verify that BC= 71 to 74 psi.

10. Recharge the air brake system.

Q. PNEUMATIC CONTROL TESTS

1. Ensure that brakes are applied and place unit in throttle 2 stall. Set ABVhandle to EMERGENCY and verify that:

BP= 0 psi.ER= 0 psi.BC= 45 psi. after 8 to 10 sec.BC= 78 to 82 psi (final)#8 BP vent valves exhaust BP airEngine returns to idlePCS OPEN illuminates immediatelyMain Generator is not loaded

2. Verify that sanding occurs for 60 sec. after the Emergency brake application.

3. Set Automatic Brake to OFF and verify that;Engine remains at idle.PCS OPEN light remains illuminated

4. Return the throttle to IDLE and recover the air brakes from EMERGENCY.Verify that:

ER= 89 to 91 psi.BP= ER±1 psi.BC= 0 psi.PCS OPEN light is NOT illuminated

R. Conductor's Emergency Valve

1. Ensure that brakes are applied and place unit in throttle 2 stall. Actuate theConductor's Emergency handle and verify that:

BP= 0 psi.ER= 0 psi.BC= 45 psi. after 8 to 10 secBC= 78 to 82 psi (final)#8 BP vent valves exhaust BP airEngine returns to IdlePCS OPEN illuminates immediatelyMain Generator is not loaded

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2. Verify that sanding occurs for 60 sec. after the EMERGENCY brakeapplication.

3. Observe that BP charging cut-off action occurs as the air stops exhaustingfrom the Conductor's valve.

4. Return the throttle to IDLE and recover the EMERGENCY brake application.

5. Place the ABV in "Suppression", open the Conductor's valve and confirm thatan immediate EMERGENCY brake application occurs.

6. Recover the EMERGENCY brake application.

S. COMBINED MULTI-UNIT/TRACK TESTS

CAUTION: DO NOT EXCEED TRACK SPEED LIMIT

CAUTION: DO NOTE EXCEED TRACK LENGTH

WARNING: DO NOT PERFORM ANY OF THE FOLLOWING TESTS WITHOUTUSING GROUND AND LOCOMOTIVE CREW COMMUNICATIONSRADIOS FOR BOTH LOCOMOTIVES UNDER TEST.

1. Ensure that all brake cylinders release/apply fully BEFORE proceeding out tothe test track.

NOTE: On this locomotive model GFC does not directly de-energize withthe GFC switch. Selecting the neutral direction or Isolating thelocomotive WILL de-energize the GFC contactor.

2. Move the locomotive (6-10 MPH) in throttle 4, allow the Vigilance system totime out and verify that:

AVU warning tone soundsengine speed is at idlethrottle control is inhibitedPCS OPEN light is illuminatedER= 0 psiBP= 10 psiBC= 78 to 82 psiGFC remains energizedUnit does not loadLocomotive stops moving

3. Recover from the Penalty brake application by placing the ABV handle in"Suppression" for 10 to 12 seconds.

4 Move the IBV handle until IPS closes at 27 to 29 psi BC and verify that apenalty brake application does not occur within the first three minutes.

5. Release the independent application, place the ABV handle in the"Suppression" position, bail off the brake application and verify that a Penaltybrake application is suppressed within the first three minutes.OBSOLETED, R

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6. Move the ABV into the "Full Service" position, note that a warning tonesounds and verify that a penalty brake application occurs in 85 seconds.

7. Move the ABV back into the "Suppression" position and verify that the penaltyapplication is cleared.

T. DYNAMIC BRAKE DRAG OPERATION

1. Push/Pull the unit with the coupled locomotive in throttle 8 and verity that thetest consist speed stabilizes at 14 to 18 MPH.

2. Observe the following in M.U. drag operation:Speeds (both units) matchTorque Ref. and F/B values match (TCC1)Tractive Effort at aprox, 80,000 lbs.Power feedback at aprox. 2000 Kw.

3. Change direction and observe the following in M.U. drag operation:Speeds (both units) matchTorque Ref. and F/B values match (TCC2)Tractive Effort at aprox. 80,000 lbs.Power feedback at aprox. 2000 Kw.

4. Restore the units from drag operation and apply the 27 pin trainline cable.

U. Loss of System Power

1. Close the MU air end connections and open the AIR BRAKE breaker on thetrailing unit.

2. Open the air MU connections and release the IBV and ABV handles on thelead unit.

3. Allow 2 minutes for system charging and confirm that the brakes are releasedon BOTH units.

4. Place the ABV of the lead unit in the "Full Service" position and verify that aBC pressure of 60 ± 5 psi. is obtained on the trailing unit.

5. Bail off the full service application and verify that BC= O psi on the trailingunit.

6. Release the full service application, apply full IBV on the lead unit and verifythat the trail unit develops BC= 45 ± 2 psi.

7. Release the IBV application, set the ABV to the "Handle Off" position andconfirm that the trail unit develops BC= 80 ± 2 psi when BP is less than 20psi.

8. Release the ABV and apply full IBV on the lead unit.

9. CLOSE the AIR BRAKE breaker on the trail unit and set it up for trailoperation.

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10. Allow the system to recharge and ensure that the IBV and ABV on the leadunit will control release and application of brakes on BOTH coupled units,

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V. FINAL

1. Clear the fault archives of both TCC's and the EM2000 using the Procommscript files:

(TBD) TCCI(TBD) TCC2(ARC_RST) EM2000

2. Apply sealing tape:HVC test panelGRCO switchCCS switchMRPS switchAxle Alt.DBCO switch

3. Review all test documentation for open items and record these on the frontcover sheet for further corrective action.

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5.3 REMOTE SESSIONS

5.3.1 OVERVIEW

1. Within an LSI equipped locomotive, the Electronic Air Brake system interfaces directlyto the Integral Locomotive Computer (ILC) via an RS-422 synchronous communicationslink. On power up, a logical communications path or session is established betweenthe two systems. Information is exchanged in the form of message packets. Pertinentdata, such as main reservoir pressure, equalizing reservoir pressure, brake pipepressure, brake cylinder pressure, flow rate, and other discrete status indications, aretransmitted to the ILC at a rate of 2 to 5 times per second. Crew messages and airbrake faults are also sent to the ILC when a change of status occurs. The ILCprocesses the data and updates the cab display(s) accordingly. Air brake setupinformation, such as feed valve pressure setting and selection of lead/trail mode, isentered from the operator’s display and transmitted to the CCB system.

2. The physical connections between systems for normal operating mode provide thecapability for establishing a virtual connection between the air brake system and the cabdisplay(s). When access to the air brake system is requested, an Air Brake DataRemote Session is established with the operator’s display. In this mode, the CCBsystem has direct control over formatting of screen displays and handling of operatorinput. During the Remote Session initiation process, information is provided to the CCBsystem regarding the physical characteristics of the particular display screen installedon the locomotive, such as screen size, character fonts supported, etc.

5.3.2 DESCRIPTION OF OPERATION

1. Some of the functions available in Remote Session mode will override normal electronicair brake control. Because of this, access to the Air Brake Data Remote Session iscontrolled by a no motion requirement and by multiple levels of password protection.

2. The ILC will not allow an Air Brake Data Remote Session to be initiated if the train ismoving. If the train begins moving after the Remote Session is started, the ILCterminates it. (Whenever the Remote Session is terminated, either by the ILC or by theoperator, the air brakes resume their normal operation.)

3. To start an Air Brake Data Remote Session, the proper ILC maintenance passwordmust be entered. Once access is granted to the maintenance functions and the RemoteSession is initiated, a main function menu is displayed. From this menu options forrunning a self test, displaying fault information, and calibration of system parameterscan be selected.

4. Procedure to enter Remote Sessions

a. OPERATIONAL MENU SCREEN

1) Press MORE MENU

2) Press MAINT

b. Enter Authorization Code Screen

NOTE: Keys 3,4,5 and 6 are active to allow for the input of numbers 0 thru 9.Press the keys until the appropriate number is entered.

1) Press ENTER

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c. Select Function Screen

1) Press AIR BRAKE DIAG.

2) Press AIR BRAKE DATA.

d. Air Brake Data Screen (MAIN MENU)

1) Select the desired function

5.3.3 SCREEN LAYOUT

1. Not shown, but implicit in every screen, is the eighth key reserved by Rockwell forterminating the remote session. Currently, the legend on this key is EXIT, but Rockwellcould change this without notice.)

2. Main Menu (Figure 5-1)

a. This is the first screen for the Air Brake Data remote session. As with all themenus, the menu options are shown to the left of the menu descriptions.Pressing a key (SELF TEST, FAULT LOG, FAULT SUM, FLOW CAL, GAUGECAL, CONTROL CAL) associated with a key legend transfers control to theindicated function or sub–menu.

(1) Press SELF TEST (See Section 6)

(2) Press FAULT LOG (See Section 7)

(3) Press FAULT SUM (See Section 8)

(4) Press FLOW CAL (See Section 9)

(5) Press GAUGE CAL (See Section 3)

(6) Press CONTROL CAL (See Section 4)

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5-25 OCTOBER/97

FIGURE 5-1 MAIN MENU

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3. Gauge Calibration Menu (GAUGE CAL) (Figure 5-2 and 5-3)

a. This menu selects which gauge transducer to calibrate. Since it has more optionsthan can fit on the six remote session keys, the MORE key will "page in" theavailable menu option keys. At the start of each Air Brake Data Remote Session,the four menu option keys are 16T, BCT, BPT, and ERT. Pressing MORE willpage in the remaining menu option keys, 20T, FLT/MRT, and MRT. PressingMORE again will page in the first four menu option keys, and so on. The program"remembers," for the duration of the current remote session, which page of menuoption keys you last selected.

b. The FLT/MRT option selects the simultaneous calibration of the FLT (flowtransducer) and MRT (main reservoir transducer). For accurate flow ratecalculations, it is important that these two transducers produce identical pressurereadings when there is no air flow in the brake pipe. It should rarely be necessaryto calibrate MRT separately, but the MRT option is provided in case this isrequired.

c. The gauge calibration function cannot be accessed without proper entry of thecalibration password (see the description for the Authorization screen section #5).After the password has been entered and verified, the air brakes will be disabledand the Gauge Calibration screen will display; if the password is not correct, anerror message informs you of this fact and prompts you to try again. Once thecalibration password has been entered correctly, it does not need to be enteredagain during the current Air Brake Data remote session.

d. This screen is used to calibrate one of the air brake pressure gauge transducers:16T, 20T, BCT, BPT, ERT, FLT/MRT, or MRT. (Note that FLT/MRT calibrates theFLT and MRT gauge transducers simultaneously to ensure accurate flow ratecalculations.) This screen contains an operations section, a checklist, and amessage area.

e. The operations section shows the menu options for this calibration function. It isorganized to indicate the steps required for proper calibration. In general, youshould sequentially press LO LIMIT, READ, HI LIMIT, READ, and SAVE. Waituntil the gauge for this pipe stabilizes at its limit before pressing READ each time.Press SAVE only when the checklist has both items checked.

f. The checklist provides a reminder of which steps have been performed. Whendone correctly, the checklist will contain two checked boxes [X] to indicate thatboth limits were acceptable. If done incorrectly, the checklist will contain one ormore unchecked boxes [ ] to indicate which limits were not correct, and themessage area will display an error message.

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g. The message area displays any error, attention, reminder, or prompt messages.The error messages are:

APPARENT PRESSURE (NNN PSI) OUT OF LOWER LIMIT RANGE [XXX,YYY]

APPARENT PRESSURE (NNN PSI) OUT OF UPPER LIMIT RANGE [XXX,YYY]

One of these messages may appear after pressing READ. They indicate thatthe transducer value for the lower or upper limit was out of tolerance (see thetable on page 10). The transducer value is ignored and the checklist box forthat limit will be unchecked. The apparent pressure is obtained by applyingthe transducer voltage to the ideal pressure vs. voltage equation––if theresulting pressure does not fall within the closed interval [xxx,yyy], it isconsidered out of range. The range of allowed values depends upon whichgauge is being calibrated.

There are various reasons that this message might appear. One cause isforgetting to press LO LIMIT or HI LIMIT before pressing READ. Another isthe failure of the system to properly set the pressure to the indicated limit.Another is the failure of the transducer or the analog–to–digital converter.

PRESSURE (NNN PSI) OUT OF UPPER LIMIT RANGE [XXX,YYY]

This message may appear after you manually enter the gauge reading for theupper limit (see the sequence HI LIMIT, READ below). It indicates that thepressure is out of tolerance. The pressure value (and its correspondingtransducer value) is ignored and the checklist box for the upper limit will beunchecked. (nnn psi) is the value you manually entered. The closed interval[xxx,yyy] indicates the allowed range of pressures for this value. The range ofallowed values depends upon which gauge is being calibrated.

One reason for this message is that you may not have entered the samepressure that is shown on the calibrated gauge. Another is that the systemset the pressure too high or too low. Or perhaps your "calibrated" gaugeneeds to be calibrated.

h. The attention message is:

ATTENTION: MRT MAY BE BAD, OR THERE MAY BE BP AIR FLOW

This message may appear after pressing READ when calibrating FLT/MRT. Itindicates that the MRT transducer value (for the lower or upper limit) was outof tolerance––that is, FLT was okay at this limit, but MRT was not. (If youcalibrate MRT separately, you will probably get an "apparent pressure" errormessage as noted above.) Unlike the error messages, this is informational––its transducer value will be allowed, and it will be saved when you pressSAVE.

FLT and MRT are calibrated together so that the brake pipe air flow ratecalculation will be accurate. When there is no air flow, FLT and MRT shouldread the same pressure. This attention message warns you that somethingmay be wrong, but in the interest of accurate rate calculations, MRT isallowed to be out of tolerance.OBSOLETED, R

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As the message indicates, the cause for this may be that MRT(transducer/analog converter) may be inaccurate. Another reason is thatthere may actually be brake pipe air flow (you should correct this problembefore continuing).

i. The reminder messages are:

OPEN THE AIR BRAKE VALVE THAT WILL SET MR TO ZERO

CLOSE THE AIR BRAKE VALVE THAT WILL SET MR TO FULL PRESSURE

These messages appear after you press LO LIMIT or HI LIMIT while you arecalibrating FLT/MRT or MRT. The MR pressure cannot be set by the airbrake system to either the lower or upper limit pressure––manual interventionis required. These messages remind you that you must open a valve to setthe lower limit, and close the valve to set the upper limit.

j. The prompt message is:

ENTER THE GAUGE READING [ACCEPT WHEN DONE]: > NNN

This message appears after you press the key sequence HI LIMIT, READ asnoted in the next paragraph.

k. After the sequence HI LIMIT, READ is performed without error, you are promptedto enter the reading shown on the gauge for this pipe. The initial value displayedis the current (uncalibrated) pressure read from the transducer––under normalconditions this should be within a few psi of the calibrated pressure. PressCOUNT UP to increase this value by one psi; press COUNT DOWN to decreaseit by one. When the displayed pressure equals the gauge, press ACCEPT.

l. When both check boxes are checked, the SAVE key will be highlighted to remindyou to save. While one or more check boxes remain unchecked, or after a SAVEhas been completed successfully, the SAVE key will be unhighlighted.

m. Alternatively, you may press DEFAULT followed by SAVE to calibrate usingpredefined gauge parameters. When you press DEFAULT, the check boxes willbe checked and the SAVE key will be highlighted. It is not necessary to enter thegauge reading when using the defaults.

n. After you press LO LIMIT, HI LIMIT, or SAVE, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to setthe pressure or update the gauge parameters. (If this message remains for morethan a couple of seconds, the system may be faulty––if this happens, terminatingthe remote session may be the only way to exit this screen.)

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o. To leave Remote Sessions and go back to normal locomotive operation, pressEXIT twice.

p. To proceed to calibrate another transducer, press GAUGE MENU. Then pressappropriate key to calibrate another transducer.

q. To go back to the Main Menu, press MAIN MENU.

r. When you leave the Gauge Calibration screen the air brake system will resumenormal operation.

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5-31 OCTOBER/97

FIGURE 5-2 GAUGE CALIBRATION MENU

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5-33 OCTOBER/97

FIGURE 5-3 20T CALIBRATION

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4. Controller Calibration Menu (CONTROL CAL) (Figure 5-4)

a. Press AUTO

b. This menu selects which controller handle to calibrate: Automatic or Independent.

c. The Automatic handle calibration function cannot be accessed without properentry of the calibration password (see the description for the Authorization screensection #5). After the password has been entered and verified, the air brakes willbe disabled and the Automatic Handle Calibration screen will display; if thepassword is not correct, an error message informs you of this fact and promptsyou to try again. Once the calibration password has been entered correctly, itdoes not need to be entered again during the current Air Brake Data remotesession.

d. This screen is used to calibrate the controller Automatic handle. It contains anoperations section, a checklist, and a message area.

e. The operations section shows the menu options for this calibration function. It isorganized to indicate the steps required for proper calibration. In general, youshould sequentially press EMER, REL, and SAVE. Move the handle to theindicated position before pressing EMER and REL. Press SAVE only when thechecklist has both items checked.

f. The checklist provides a reminder of which steps have been performed. Whendone correctly, the checklist will contain two checked boxes [X] to indicate thatboth limits were acceptable. If done incorrectly, the checklist will contain one ormore unchecked boxes [ ] to indicate which limits were not correct, and themessage area will display an error message.

g. The message area will display these error messages:

FREQUENCY (NNN HZ) OUT OF EMER LIMIT RANGE [XXX,YYY]

FREQUENCY (NNN HZ) OUT OF REL LIMIT RANGE [XXX,YYY]

One of these messages may appear after pressing EMER or REL. Theyindicate that the frequency for the EMER or REL handle position was out oftolerance. The frequency is ignored and the checklist box for that limit will beunchecked.

There are various reasons that this message might appear. One cause isforgetting to move the handle to the indicated position before pressing EMERor REL. Another reason is a faulty controller.

THE AE SWITCH FAILED TO ACTIVATE AT THE EMER POSITION

THE AR SWITCH FAILED TO ACTIVATE AT THE REL POSITION

One of these messages may appear after pressing EMER or REL. Theyindicate that the AE or AR controller switch failed to activate (AE=open,AR=closed) when the handle was in the EMER or REL position, respectively.These messages can only appear after the frequency has passed the rangetest. The frequency is ignored and the checklist box for that limit will beunchecked.

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The most likely cause of this error is a bad controller.

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h. When both check boxes are checked, the SAVE key will be highlighted to remindyou to save. While one or more check boxes remain unchecked, or after a SAVEhas been completed successfully, the SAVE key will be unhighlighted.

i. Alternatively, you may press DEFAULT followed by SAVE to calibrate usingpredefined handle parameters. When you press DEFAULT, the check boxes willbe checked and the SAVE key will be highlighted.

j. After you press SAVE, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board toupdate the handle parameters. (If this message remains for more than a coupleof seconds, the system may be faulty––if this happens, terminating the remotesession may be the only way to exit this screen.)

k. To leave Remote Sessions and go back to normal locomotive operation, pressEXIT twice.

l. To leave controller calibration, press CONTROL MENU, then press MAIN MENU.

m. To proceed to the calibration of Independent Handlle, press CONTROL MENU,then press IND.

n. When you leave the Automatic Handle Calibration screen the air brake systemwill resume normal operation.

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FIGURE 5-4 AUTOMATIC HANDLE CALIBRATION

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o. The Independent handle calibration function cannot be accessed without properentry of the calibration password (see the description for the Authorization screensection #5). After the password has been entered and verified, the air brakes willbe disabled and the Independent Handle Calibration screen will display; if thepassword is not correct, an error message informs you of this fact and promptsyou to try again. Once the calibration password has been entered correctly, itdoes not need to be entered again during the current Air Brake Data remotesession.

p. This screen is used to calibrate the controller Independent handle. It contains anoperations section, a checklist, and a message area.

q. The operations section shows the menu options for this calibration function. It isorganized to indicate the steps required for proper calibration. In general, youshould sequentially press FULL, REL, and SAVE. Move the handle to theindicated position before pressing FULL and REL. Press SAVE only when thechecklist has both items checked.

r. The checklist provides a reminder of which steps have been performed. Whendone correctly, the checklist will contain two checked boxes [X] to indicate thatboth limits were acceptable. If done incorrectly, the checklist will contain one ormore unchecked boxes [ ] to indicate which limits were not correct, and themessage area will display an error message.

s. The message area will display these error messages:

FREQUENCY (NNN HZ) OUT OF FULL LIMIT RANGE [XXX,YYY]

FREQUENCY (NNN HZ) OUT OF REL LIMIT RANGE [XXX,YYY]

One of these messages may appear after pressing FULL or REL. Theyindicate that the frequency for the FULL or REL handle position was out oftolerance. The frequency is ignored and the checklist box for that limit will beunchecked.

There are various reasons that this message might appear. One cause isforgetting to move the handle to the indicated position before pressing FULLor REL. Another reason is a faulty controller.

THE IM SWITCH FAILED TO ACTIVATE AT THE FULL POSITION

THE IR SWITCH FAILED TO ACTIVATE AT THE REL POSITION

One of these messages may appear after pressing FULL or REL. Theyindicate that the IM or IR controller switch failed to activate (close) when thehandle was in the FULL or REL position, respectively. These messages canonly appear after the frequency has passed the range test. The frequency isignored and the checklist box for that limit will be unchecked.

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t. When both check boxes are checked, the SAVE key will be highlighted to remindyou to save. While one or more check boxes remain unchecked, or after a SAVEhas been completed successfully, the SAVE key will be unhighlighted.

u. Alternatively, you may press DEFAULT followed by SAVE to calibrate usingpredefined handle parameters. When you press DEFAULT, the check boxes willbe checked and the SAVE key will be highlighted.

v. After you press SAVE, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board toupdate the handle parameters. (If this message remains for more than a coupleof seconds, the system may be faulty––if this happens, terminating the remotesession may be the only way to exit this screen.)

w. To leave Remote Sessions and go back to normal locomotive operation, pressEXIT twice.

x. To leave controller calibration, press CONTROL MENU, then press MAIN MENU.

y. To proceed to the calibration of Automatic Handlle, press CONTROL MENU,then press AUTO.

z. When you leave the Independent Handle Calibration screen the air brake systemwill resume normal operation.

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5. Authorization (Figure 5-5)

a. The authorization screen displays whenever you select one of the functionshaving protected access (self test and calibration). It warns you that the selectedfunction may cause the air brakes to cease normal operation, and it requests apassword. If you enter a valid password for the selected function, you will bepermitted to perform that function; if you enter an invalid password, this messageis displayed:

PASSWORD NOT RECOGNIZED. PLEASE TRY AGAIN.

You may retry as many times as it takes to enter the correct password.

b. The password is based on a code consisting of the digits one through three. Itsfield will accept up to nine digits. You enter digits using the keys 1, 2, and 3. TheACCEPT key signals the completion of password entry, and the BACK SPACEkey will delete the previous password digit. (A blinking cursor indicates the currentinsertion point for a digit. When you press a digit key, an asterisk (*) character isechoed to the screen; when you delete a digit the asterisk is erased.) After youpress ACCEPT, the password is checked for validity––a valid password grantsimmediate access to the selected function; an invalid password initiates the retrysequence noted in the previous paragraph. Pressing MAIN MENU at any timecancels password entry and returns control to the Main Menu.

b. Currently, two different levels of access are defined, each to be secured by a sixdigit password (for 729 possible passwords, a compromise between a largepassword domain and ease of use):

• Self Test: the self test password grants access to the Self Test function.

• Calibration: the calibration password grants access to the calibration functions.

c. Access at a given level remains in effect for the duration of the current Air BrakeData remote session. Once you enter the password for a particular level (e.g.,calibration), you will not be prompted for that password again until you terminatethe current remote session and initiate a new one. Being granted access at onelevel does not grant you access to the other level.

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FIGURE 5-5 AUTHORIZATION

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6. Self Test (SELF TEST) (Figure 5-6)

a. Press SELF TEST.

b. The air brake self test function cannot be accessed without proper entry of theself test password (see the description for the Authorization screen section #5).After the password has been entered and verified, the Self Test screen willdisplay; if the password is not correct, an error message informs you of this factand prompts you to try again. Once the self test password has been enteredcorrectly, it does not need to be entered again during the current Air Brake Dataremote session.

c. This screen is used to perform the air brake (CCB) single–unit health test. Itcontains an instructions section, an operations section, and a message area.

d. The instructions section shows the steps you should perform prior to starting theself test. It is important to carry out these instructions since the air brakes will beinoperative while the test is running. When you press RUN the program will verifythat: (a) the independent brake is fully applied, (b) the automatic handle is in therelease position, and (c) ER and BP are fully charged; if any of theseprerequisites is not true, an appropriate error message is displayed and the selftest will not run.

e. The operations section shows the menu options for the self test: RUN andABORT. The RUN key, which is used to start the self test, is not available whilethe test is running (neither is the MAIN MENU key). The ABORT key, which isused to stop the self test prior to its normal completion, is only available while thetest is running.

f. The message area displays error, status, or result messages. The errormessages are:

INDEPENDENT BRAKE IS NOT FULLY APPLIED

This message, which may appear after you press RUN, indicates that theindependent brake handle is not in the FULL position. The test will not run.

AUTOMATIC HANDLE IS NOT IN RELEASE

This message, which may appear after you press RUN, indicates that theautomatic handle is not in the REL position. The test will not run.

ER & BP ARE NOT FULLY CHARGED

This message may appear after you press RUN. To be considered fullycharged, both ER and BP must be greater than 70 psi, and they must have apressure differential no greater than 5 psi. The test will not run.

g. The status message is:

RUNNING TEST NN

This message will display when you press RUN and after the followingprerequisites are found to be true: (a) the independent brake is fully applied,(b) the automatic handle is in release, and (c) ER and BP are fully charged. It

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shows the number of the test [NN] currently executing. The complete testsequence takes several minutes.

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h. The result messages are:

TEST PASSED

This message displays at the normal completion of the test when it passes.

TEST FAILED

SEE FAULT LOG

These messages display at the normal completion of the test when it fails. Itinforms you that you may view the failure in the Fault/Event Log.

i. You may halt the test prior to its normal completion by pressing ABORT (or byterminating the remote session). When you press ABORT, the message

ABORTING TEST. PLEASE WAIT...

will display, and the ABORT key will disappear. This message will remain on thescreen until the current self test terminates––this may take a minute or so––thenthe message

ABORTED BY OPERATOR

will display. (If aborted, no result is displayed; however, you will be able to viewthe FAULT LOG to see the results of any tests that completed (pass or fail) priorto the interruption.)

j. After you press RUN, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board tocomplete the self test.

k. To leave Remote Sessions and go back to normal locomotive operation, pressEXIT twice.

l. To leave Self Test, press MAIN MENU.

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FIGURE 5-6 SINGLE-UNIT SELF TEST

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7. Fault/Event Log (FAULT LOG) (Figure 5-7)

a. Press FAULT LOG.

b. This screen shows a single page of fault/event log items from the air brakesystem. The log is a time–stamped list of air brake events. Events are specificfault codes associated with a status of either passed or failed. They are listed withthe most recent event at the top. Listed for each fault/event is:

• The event code. This is a number from 001 to 999 that represents the event.

• The event status: passed=P, failed=F. Passes are shown in green, failures inred.

• The time and date of the event. This is presented in MM/DD/YY HH:MM:SSformat, or as ––NOT AVAILABLE–– if the time was not available (this canhappen if the event occurs during power up and before the ICE sends thetime).

• The event code description. A description of the event code.

c. If more fault/event log items are available on successive page(s), the NEXTPAGE key will be available; if more items are available on preceding page(s), thePREVIOUS PAGE key will be available.

d. If zero fault/event log records are available, this message will display:

NO FAULT/EVENT LOG ITEMS TO DISPLAY

e. When you first select this screen from the menu, and after you press the NEXTPAGE or PREVIOUS PAGE key, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to fetchthe requested page. (If this message remains for more than a couple of seconds,the system may be faulty––if this happens, terminating the remote session maybe the only way to exit this screen.)

f. To leave Remote Sessions and go back to normal locomotive operation, pressEXIT twice.

g. To leave Fault Log, press MAIN MENU.

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FIGURE 5-7 FAULT/EVENT LOG

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8. Fault Code Summary (FAULT SUM) (Figure 5-8)

a. Press FAULT SUM.

b. This screen shows a single page of fault code summary items from the air brakesystem. The summary is a list of all the fault codes that have a status of eitherpassed or failed. They are listed by fault code in ascending order. Listed for eachfault code is:

• The fault code. This is a number from 01 to 99 that represents the fault.

• The fault code status: passed=P, failed=F. Passes are shown in green,failures in red.

• The total number of failures, #F, that have occurred since this fault summaryitem was last cleared (using the CCB PTU, for example). This will be blank ifthere were no failures, or *** if the number of failures is greater than 999 (thefield width is 3).

• The time and date of the last failure. This will be blank if there were nofailures; otherwise, it is presented in MM/DD/YY HH:MM:SS format, or as ––NOT AVAILABLE–– if the time was not available (this can happen if the faultoccurs during power up and before the ICE sends the time).

• The fault code description. A description of the fault code. Passing faultcodes will not display the prefix word "CHANGE" (which is normally present inmany descriptions).

c. If more fault code summary items are available on successive page(s), the NEXTPAGE key will be available; if more items are available on preceding page(s), thePREVIOUS PAGE key will be available.

d. If zero fault code summary records are available, this message will display:

NO FAULT CODE SUMMARY ITEMS TO DISPLAY

e. When you first select this screen from the menu, and after you press the NEXTPAGE or PREVIOUS PAGE key, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to fetchthe requested page. (If this message remains for more than a couple of seconds,the system may be faulty––if this happens, terminating the remote session maybe the only way to exit this screen.)

f. To leave Remote Sessions and go back to normal locomotive operation, pressEXIT twice.

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FIGURE 5-8 FAULT CODE SUMMARY

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9. Flow Calibration (FLOW CAL) (Figure 5-9)

a. Press FLOW CAL.

b. Perform air flow-test.

1. Apply certified 60 CFM orifice to front BP hose.

2. Slowly open BP angle cock for air flow through orifice.

3. On ICE screen, verify ER set to 90±2 psi.

5. Observe BP pressure does not decrease more than 2 psi below EqualizingReservoir pressure.

a. The flow calibration function cannot be accessed without proper entryof the calibration password (see the description for the Authorizationscreen in section 6. Authorization). After the password has beenentered and verified, the Flow Calibration screen will display; if thepassword is not correct, an error message informs you of this factand prompts you to try again. Once the calibration password hasbeen entered correctly, it does not need to be entered again duringthe current Air Brake Data remote session.

b. This screen is used to calibrate the flow meter for the brake pipe. Itcontains an operations section, an information section, and amessage area.

c. The operations section shows the menu options for this calibrationfunction. It is organized to indicate the steps required for propercalibration. In general, you should sequentially press CALC thenSAVE. CALC should be pressed only when MR reaches thecalibration pressure (130 psi) specified in the calibration procedure––when pressed, the FLOW rate should go to 60 cfm ±2 (if it was notalready there). CALC can be pressed as often as necessary until theFLOW rate is 60 cfm every time MR is equal to the calibrationpressure (130 psi). When finished, press SAVE to store the newcalibration parameters in the air brake system.

d. The information section constantly displays the following:

• MR pressure in psi. This is provided as a convenience, since theflow rate through the calibrated brake pipe orifice is dependentupon MR.

• FLOW rate in cfm. This is calculated from the current flowparameters. This will fluctuate with MR. It may also change whenthe CALC or DEFAULT keys are pressed. Any calculated ratethat is less than 20 cfm, will display as zero (0).

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e. The message area may display the following error message:

NO FLOW DETECTED––HAVE YOU PERFORMED THE REQUIRED SETUP?

This message may appear after you press CALC. It indicates that theflow is less than 20 cfm. The flow calculation is not performed.

The system must be setup properly prior to pressing CALC. Refer toyour calibration procedure.

f. After you press the CALC key and the calculation is performedwithout error, the SAVE key will be highlighted to remind you to save.After a SAVE has been completed successfully, the SAVE key will beunhighlighted.

g. Alternatively, you may press DEFAULT followed by SAVE to calibrateusing predefined flow parameters. When you press DEFAULT, theSAVE key will be highlighted.

h. After you press SAVE, the message

WORKING...

will blink in the lower left corner while the program waits for the CPboard to update the flow parameters. (If this message remains formore than a couple of seconds, the system may be faulty––if thishappens, terminating the remote session may be the only way to exitthis screen.)

i. To leave Remote Sessions and go back to normal locomotiveoperation, press EXIT twice.

j. To leave Flow Cal, press MAIN MENU.

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FIGURE 5-9 FLOW CALIBRATION

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5.4 Subsystem Analysis Procedure For Troubleshooting Locomotive Computer Controlled BrakeEquipment For EMD/CSX (Ref. NYT-1387-C)

PRELIMINARY

NOTE 1: This procedure may be used to isolate and/or analyze specific subsystems and/orcomponents of the CCB circuit. It may also be used to familiarize personnel withhow the CCB system operates.

NOTE 2: Analog test gage readings should be within +/- 2 psi of the Laptop Computer screenindications.

A. Test Equipment Required:

1. Laptop Computer with RS232 cable.

2. PCU Test Gage Rack w/Test Point Adapters

3. Wheel Chocks

4. Piping and Wiring Diagram - 1505

B. Set Up:

1. Connect Test Points of PCU to Test Gage Rack.

2. Insure that the locomotive compressor is operative and Main Reservoir is charged.

3. Insure that the AB circuit breaker is in the closed position.

4. Isolate the locomotive by removing Trainline MU Cable and closing all MU Train endcocks.

5. Place the Automatic and Independent handles to the "Release" position.

6. Set the handbrake.

C. USING THE LAPTOP

1. Connect Laptop Computer to Communication Port of DI board.

2. Turn ON the Laptop Computer.

3. After Boot Up is complete, exit to DOS (if windows is used).

4. Insert CCBPTU Disk into Drive A.

a. Type 'A:' and select 'Enter'.

b. Type "CCBPTU" and select 'Enter'.

5. Select 'LOG ON' and 'Enter' (twice).

6.. Type 'MERCURY' and select 'Enter'.

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7. 'Arrow' over and select (from the main menu selection) 'TEST'.

NOTE: Do NOT turn Laptop OFF or program will have to be re-started.

8. After selecting 'TEST' from the main menu selection, subsystems/components of theCCB can be checked by pressing the appropriate key of the corresponding item youwant to test.

a. The screen will display the following items that you can check:

BEA1 - #20 and #13 Control CircuitsEPA1 - Brake Pipe ControlEPA2 - Brake Cylinder ControlSS5 - Relay Interface Unit (RIU) Driver CircuitsSS1 - Controller FrequenciesBrake PipeIND. PIPEACTUATING PIPEBRAKE CYLINDER

b. For example, select EPA1 and the screen will display options available to you witha corresponding "key" to select for that circuit. Also, the Laptop screen will tellyou what "state" a certain valve is in (whether on or off, etc...)

c. To perform tests out of the chronological order listed above, select EPA1 (BrakePipe Control), select 'A' and turn MVER to the 'ON' position, select 'B and C'(MV53 and MVEM) and turn to the 'OFF' position, insure that 5 volts is shownunder Voltage and ER and BP are approximately 74 psi before starting any seriesof tests.

d. Select 'esc' to return to the menu, then make selection.

D. EPA1-BRAKE PIPE CONTROL

"A" corresponds to MVER"B" corresponds to MV53"C" corresponds to MVEM"D" corresponds to PRESSURE"E" corresponds to VOLTAGE

1. Commence test with MR charged.

2.. ER Analog Convertor (AW4-ER)

a. Select 'A, B and/or C' on the Laptop keyboard, note that 'ON' or 'OFF" will bedisplayed at 'A, B and/or C' on the Laptop screen to indicate that magnet valvesstate. Select 'A and C' to set MVER and MVEM to the 'OFF' condition and select'B' and set MV53 to the 'ON' condition.

b. Select 'E' for voltage. Select '5' and 'Enter' and note that 5 volts is displayed onscreen.

c. Select 'E' for voltage. Select '0' and 'Enter' and note that there is a blow at theexhaust of the AW4-ER.

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d. Alternate '5' and 'Enter' and '0' and 'Enter' and assure that AW4-ER is applyingand releasing pressure.

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e. Finally, select 'E' for voltage, then select '5' and 'Enter' and note thatapproximately 5 volts is displayed on the screen (supply magnet of the AW4-ERanalog convertor is energized).

3. ER Magnet Valve (MVER)

a. Commence test with 'A and C' (MVER and MVEM) 'OFF', 'B' (MV53) 'ON' and 5volts displayed on the screen.

b. Select 'A' (MVER) and note:

1) 'ON' is displayed under 'A and B' on the screen.

2) ER pressure charges at TP-ER Gage to 74 +/- .5 psi.

c. Select 'A' again and note:

1) 'OFF' is displayed under 'A and C' on the screen and 'ON' is displayed under'B'.

2) There is an exhaust at rear of PCU at location of MVER.

3) ER pressure reduces at TP-ER Gage to 0 psi.

d. Select 'A' (MVER) again and note:

1) 'ON' is displayed under 'A and B' on the screen.

2) ER pressure charges at TP-ER Gage to 74 +/- .5 psi.

e. Select 'E' for voltage. Select '0' and 'Enter' and note

1) '0' is depicted under Voltage on the screen.

2) There is a blow at the exhaust port of the AW4-ER.

3) ER pressure reduces at TP-ER Gage to 0 psi.

f. Select 'E' for voltage. Select '5' and 'Enter' and note:

1) 5 volts is shown on the screen.

2) ER pressure charges at TP-ER Gage to 74 psi +/- .5.

4.. Brake Pipe Cut-Off (MV53)

a. Commence test with 'C' (MVEM) 'OFF', 'A and B' (MVER and MV53) 'ON' and 5volts displayed on the screen.

b. Select 'B' (MV53) and note:

1) 'OFF' is displayed under 'B and C' on the screen and 'ON' is displayed under'A'.

2) BP pressure charges at TP-BP Gage to within +/- 1 psi of ER pressure.

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c. Select 'E' for voltage, select '4' and 'Enter' and note:

1) Voltage on laptop screen decreases.

2) ER and BP pressures decrease at their respective TP Gage.

d. Repeat for decreasing voltage and note for every corresponding decrease involtage, ER and BP also decrease.

e. Select 'E', select '5' and 'Enter' and charge ER to 74 +/- .5 psi and BP to +/- 1 psiof ER.

5. Emergency Magnet Valve (MVEM)

a. Commence test with 'B and C' (MV53 and MVEM) 'OFF', 'A' (MVER) is 'ON' and5 volts displayed on the screen.

b. Select 'B' (MV53) and note that 'ON' is displayed under 'A and B' on the screen.

c. Select 'C' (MVEM) and note:

1) 'ON' is displayed under 'C'.

2) There is a blow at the rear of the PCU at the exhaust port of the EmergencyPneumatic Valve (PVEM).

3) BP pressure reduces rapidly to less than 15 psi at TP-BP Gage (wait oneminute).

d. Select 'C' (MVEM) and note:

1) 'OFF' is displayed under 'C' on the screen.

e. Select 'B' (MV53) and note:

1) 'OFF' is indicated under 'B and C' on the screen.

2) BP pressure increases to +/- 1 psi of ER pressure.

f. Note that at completion of this test that 5 volts is shown under Voltage, 'ON' isdisplayed under 'A', 'OFF' is displayed under 'B and C' and ER and BP areapproximately 74 psi before starting next series of tests.

g. Select 'esc' to return to the menu, then select EPA2 selection.

E. EPA2-BRAKE CYLINDER CONTROL

1. Conditions from Test 1: 'B and C' (MV53 and MVEM) are 'OFF', 'A' (MVER) is 'ON'and 5 volts is displayed on the screen (ER and BP must be charged to approximately74 psi).

"A" corresponds to MV16T"B" corresponds to VA RELAY (K12)"C" corresponds to SPOT RELAY (K6)"D" corresponds to PRESSURE

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"E" corresponds to VOLTAGE

2. #16 Analog Convertor (AW4-16)

a. Select 'A' (MV16T) and note 'ON' under A on the screen.

b. Select 'E', select '5' and 'Enter' and note that 5 Volts is shown on the screen.

c. Brake Cylinder pressure will charge.

d. Select 'E', select '0' and 'Enter' and note that there is a blow at the exhaust of theAW4-16.

e. Brake Cylinder pressure will reduce at the J Relay located on the PCU.

f. Select 'E', then '5' and 'Enter' and assure that 5 volts is displayed on screen andBrake Cylinder is charged.

3. #16 Default Magnet Valve (MV16T)

a. Commence test with 'ON' displayed under 'A', pressure at TP-16 Gage is 74 psi+/- .5, and BC pressure at TP-BC Gage is approximately 74 psi.

b. Select 'A' again and note:

1) 'OFF' is displayed under 'A' (MV16T) on the screen.

2) There is an exhaust at the DIT Valve #10 Port.

3) BC pressure decreases at TP-BC Gage to 0 psi.

c. Select 'A' again and note:

1) 'ON' is displayed under 'A' on the screen.

2) 16 pressure at TP-16 Gage is 74 psi +/- .5.

3) BC pressure at TP-BC Gage is approximately 74 psi.

d. Select 'E', select '0' volts and 'Enter' and note:

1) '0' is displayed under Voltage on the screen.

2) There is a blow at the exhaust port of the AW4-16.

3) BC pressure decreases at TP-BC Gage to 0 psi.

e. Select 'E', select '5' volts and 'Enter' and note:

1) 5 volts is shown on the screen.

2) Pressure at TP-16 Gage charges to 74 psi +/- .5.

3) BC pressure at TP-BC Gage charges to approximately 74 psi.OBSOLE

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f. Select 'E', then '4' volts and 'Enter' and note:

1) Voltage on laptop screen decreases to 4 volts.

2) BC pressure at TP-BC Gage decreases.

3) Repeat for 3, 2 and 1 volts and note a corresponding decrease in voltage andpressure.

4) Select 'E', select '0' volts and 'Enter' and reduce BC pressure to 0 psi.

g. Alternately select 'B' and 'Enter' and note:

1) 'ON' and 'OFF' is displayed under 'B' on the screen.

2) Relay K12 (VA) energizes and de-energizes. Finally, leave 'B' in the 'OFF'condition.

h. Alternately select “C” and ENTER and not:

1.)’ON’ and ‘OFF’ is displayed under ‘C’ on the screen.

2) Relay K6 (SPOT) energizes and de-energizes. Finally, leave ‘C’ in the ‘OFF’position

i. At completion of this test, 0 volts is shown under Voltage, 'ON' is displayed under 'A','OFF' is displayed under ‘B,C,D’, ER with BP are approximately 74 psi and BC is 0 psiat TP-BC Gage.

i. Select 'esc' to return to Menu selection.

F. BEA1-#20 AND #13 CONTROL CIRCUITS

1. Conditions from Test 2: 'B and C' 'OFF', 'A' (MV16T) is 'ON', 5 volts is displayed onthe screen, ER and BP must be charged to approximately 74 psi and BC must be at 0psi.

"A" corresponds to COR RELAY"B" corresponds to MV20M"C" corresponds to MV20R"D" corresponds to MV20A"E" corresponds to MV13E"F" corresponds to MV13S

2. #20 Control Portion

a. Alternately select 'C' (MV20R) and note 'ON' (energized) and 'OFF' (deenergized)will be displayed on the screen. Leave 'C' (MV20R) in the 'OFF' condition.

b. Select 'D' (MV20A energized) and note:

1) 'ON' is displayed under 'MV20A'.

2) Pressure at TP-20 Gage charges quickly to 55 +/- 1 psi.

c. Select 'D' (MV20A deenergized) and note 'OFF' is displayed under 'MV20A'

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d. Select 'C' (MV20D energized) and note:

1) 'ON' is displayed under 'MV20E'.

2) Pressure at TP-20 Gage reduces quickly to 0 psi.

e. Allow pressure to fully reduce to 0 psi, select 'C' (MV20R deenergized), thenselect 'B' (MV20M energized) and note 'ON' is displayed under 'MV20M'.

f. Select 'D' (MV20A energized) and note:

1) 'ON' is displayed on the screen at 'MV20M and MV20A.'

2) Pressure at TP-20 Gage commences to charge at a slower rate.

3) Allow pressure to charge to at least 30 +/- 1 psi before continuing.

g. Select 'D' (MV20A deenergized), then select 'C' (MV20R energized) and note:

1) 'ON' is displayed under 'MV20M and MV20R'.

2) Pressure reduces slowly at TP-20 Gage.

h. Select 'B' (MV20M deenergized) and note 'ON' is displayed on 'MV20R'.

i. Select 'C' (MV20R deenergized) and note 'OFF' is displayed on 'MV20R'.

j. Alternately select 'A' and note:

1) 'ON' and 'OFF' is displayed under 'A.'

2) Relay K5 (COR) energizes and deenergizes.

3) Leave Relay K5 (COR) in the 'Off' condition.

3. #13 Control

a. 'E' is 'ON' and F' is 'OFF'.

b. Note that PS-13 is 'OFF' (PS13 is Open).

c. Select 'E' (MV13E deenergized) and note:

1) 'OFF' is displayed at 'MV13E'.

d. Select 'F' (MV13S energized) and note:

1) 'ON' is displayed at 'MV13S'.

2) Pressure builds on TP-13 Gage.

3) 'PS13' changes to 'ON' (PS13 closes).

e. Select 'F' (MV13S de-energized) and note:

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1) 'OFF' is displayed at 'MV13S'.

2) Pressure reduces at TP-13 Gage, and cuts off at less than 13 psi.

3) 'PS13' changes to 'OFF' (PS13 opens).

f. Select 'E' (MV13E energized) and note:

1) 'ON' is displayed at 'MV13E'.

2) TP-13 Gage pressure reduces from previous stabilized pressure to 0 psi.

g. Select 'E' (MV13E de-energized) and note that 'OFF' is displayed at all magnetvalves.

4. PSBP and BPCO Inputs

a. Note that:

1) 'ON' is displayed at 'PSBP' (Closed) and

2) 'OFF' is displayed at 'BPCO' (Open).

3) OFF is displayed at ‘PS-13’ (open)

4) OFF is displayed at ‘SPR1’ (open)

5) Note that at completion of Test C, Brake Pipe MUST be charged.

6) Press 'esc' to return to 'Main Menu' selection.

G. SS5-RIU DRIVER CIRCUITS

1. Select 'E' for SS5 Test.

a. Select 'A' and note:

1) 'ON' is displayed at Relay K1 (ES) and is energized.

b. Select 'A' and note:

1) 'OFF' is displayed at K1 (ES) and is deenergized.

c. Select 'B' and note:

1) 'ON' is displayed at Relay K2 (COR2) and is energized.

d. Select 'B' and note:

1) 'OFF' is displayed at K2 (COR2) and is de-energized.

e. Select 'C' and note:

1) 'ON' is displayed at Relay K4 (RLIS) and is energized.

f. Select 'C' and note:

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1) 'OFF' is displayed at Relay K4 (RLIS) and is de-energized.

g. Select 'D' and note:

1) 'ON' is displayed at Relay K3 (SPARE) and is energized.

h. Select 'D' and note:

1) 'OFF' is displayed at K3 (SPARE) and is de-energized.

i. Press 'esc' to return to 'Main Menu' selection.

H. SS1-CONTROLLER FREQUENCIES

1. Select 'D' for SS1 Test.

a. Select ‘A’ and note:

1) ON is displayed at relay K7 (BUBO) ond is energized.

b. Select ‘A’ and note:

1) OFF is displayed atg relay K7 (BUBO) and is de-energized.

2. Automatic Brake Digital Inputs

a. Move Automatic handle from 'Release' to 'Emergency' position and note:

1) 'OFF' is displayed at 'AE1'.

b. Place Automatic handle to the 'H.O.' position and note:

1) 'ON' is displayed at 'AE1'.

c. Place Automatic handle to the 'Release' position and note:

1) 'ON' is displayed at 'AR and AE1'.

3. Independent Brake Digital Inputs

a. Move Independent handle from 'Release' into the 'Service' zone (not Maximum)and note:

1) 'IM and IR' are 'OFF'.

b. Place Independent handle to the 'Release' position and note:

1) 'IR' is 'ON' and ‘IM’ is ‘OFF’.

c. Place Independent handle to the 'Maximum' position and note:

1) 'IM' is 'ON' and ‘IR’ is ‘OFF’.

d. Push Automatic handle ‘Bail-Off’ and note ‘BO’ is ‘ON’, release button and note‘BO’ is ‘OFF’.

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e. Push Independent handle 'Bail-Off' and note 'BO' is 'ON', release the button andnote 'BO' is 'OFF'.

4. CPU CTC - Controller positions:

a. Enter 'esc' twice for Main Menu.

b. Arrow over to 'Monitor' then select 'Enter', then 'F'.

c. INDEPENDENT BRAKE

d. Place Independent handle to 'Release' position and note:

1) 11,100 Hz. Max. and 10,925 Hz. Min.

e. Place Independent handle to 'Maximum' position and note:

1) 3,443 Hz. Max. and 2,943 Hz. Min.

f. AUTOMATIC BRAKE

g. Place Automatic handle to 'Release' position and note:

1) 11,100 Hz. Max. and 10,925 Hz. Min.

h. Place Automatic handle to 'Min' position and note:

1) 10,300 Hz. Max. and 9,920 Hz. Min.

i. Place Automatic handle to 'F.S.' position and note:

1) 5,976 Hz. Max. and 5,596 Hz. Min.

j. Place Automatic handle to 'SUPP' position and note:

1) 5,112 Hz. Max. and 4,732 Hz. Min.

k. Place Automatic handle to 'H.O.' position and note:

2,806 Hz. Max. and 2,426 Hz. Min.

l. Place Automatic handle to 'EMER' position and note:

1) 1,365 Hz. Max. and 985 Hz. Min.

2) Press 'esc' to return to Main Menu.

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5.5 Troubleshooting

5.5.1 General Information

This Section provides information for use in diagnosing and correcting certain troubles whichmay occur in the CCB/EMD/CSX Brake System.

Before starting the troubleshooting procedure, perform a thorough visual inspection of theequipment to determine if the symptom is being caused by some obvious defect, such as loosefasteners, damaged components, etc. Otherwise, the troubleshooting procedure must follow alogical sequence which is designed to isolate the trouble to a single component.

NOTE: In all cases, the rules set forth by CSX are to be followed and in those cases wheresuch rules conflict with these recommendations, the Operating Property'sinstructions are overriding.

When evaluating the condition of a braking arrangement, safety must remain the mostimportant consideration. In the event it becomes necessary to move a locomotive with anobvious equipment malfunction, the integral alternate control arrangement may be utilized ortemporary repairs may be arranged to provide for braking of the locomotive. A locomotive withtemporary repairs must be operated at restricted speed and must be "shopped" for correctiveaction at the first terminal point to prevent continued operation under unsafe condition.

Inability to readily identify the source of any problem associated with the proper functioning ofthe equipment arrangement indicates the necessity for repairs which the operator should notperform. Never attempt to remove and detail parts from the equipment arrangement; if repairsto valves or other details are necessary, such repairs must be done at a bench by competentpersonnel in the shop.

WARNING: WHENEVER ANY DEVICE, PORTION, VALVE OR COMPONENT PART ISREMOVED FROM THE AIR BRAKE EQUIPMENT ARRANGEMENT FOR ANYREASON, AND IT IS REPLACED WITH A NEW OR REPAIRED AND TESTEDDEVICE, PORTION, VALVE OR COMPONENT PART, A STANDINGOPERATIONAL TEST OF THE TOTAL BRAKE ARRANGEMENT OF THEVEHICLE IS REQUIRED BEFORE PERMITTING THE VEHICLE TO MOVE.

Before operating any locomotive with a suspected malfunction, verify the condition of theequipment arrangement by checking the appropriate operation.

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5.5.2 Troubleshooting Chart

The troubleshooting chart that follows does not list all the symptoms and probable causes; onlythose most probable. Various combinations of defects are also possible. Experiencedpersonnel should learn to recognize and evaluate all symptoms to effect the appropriatecorrective actions.

TROUBLESHOOTING GUIDE ABBREVIATION LEGEND

ABBREVIATION WORD OR PHRASE20T 20 Pipe Transducer

Appl. Application

AW4-16 Analog Converter #16 Pipe

AW4-ER Analog Converter (Equalizing Reservoir)

B.C. Brake Cylinder

B.P. Brake Pipe

B.V. Brake Valve

BC Brake Cylinder

BCCO Brake Cylinder Cut-Out

BCT Brake Cylinder Transducer

BP-CO Brake Pipe Cut-Out Switch

BPT Brake Pipe Transducer

CRU Computer Relay Unit

DIT Dead In Tow

E.R. Equalizing Reservoir

EMER Emergency

Ex. Exhaust

FLT Flow Transducer

F.S. Full Service

IA&R Independent Application and Release

M.R. Main Reservoir

M.V. Magnet Valve

MIN Minimum

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MRT Main Reservoir Transducer

TROUBLESHOOTING GUIDE ABBREVIATION LEGEND

ABBREVIATION WORD OR PHRASE

(Cont)

MV13E Bail Off Exhaust Magnet Valve

MV13S Bail Off Supply Magnet Valve

MV16T 16 Pipe Default Magnet Valve

MV53 Brake Pipe Cut-Out Magnet Valve

MVEM Emergency Magnet Valve

MVER Equalizing Reservoir Default Magnet Valve

PCU Pneumatic Control Unit

PS-13 Actuating Pipe Pressure Switch

PS-BP Brake Pipe Pressure Switch

PVE Emergency Detection Pilot Air Valve

PVEM Emergency Pilot Air Valve

REL Release

TPER Test Point Equalizing Reservoir

TPMR Test Point - Main Reservoir

TPBP Test Point - Brake Pipe

TPBC Test Point - Brake Cylinder

TP-20 Test Point - 20 Pipe



VCU Voltage Conditioning Unit

VDC Volts Direct CurrentOBSOLETED, R

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TROUBLESHOOTING CHART

SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#1 CP-"ROM Fault"

#2 CP-"RAM Fault"

#3 COM-”COM TESTFAULT”

#10 Brake ControllerDefective "BrakeVlv/FOR - No BVRelease"

#11 Brake ControllerDefective "BrakeVlv/SS1 - No BVRelease"

1. Defective "CP" PCB.

1. Defective "CP" PCB.

1. Defective “COM” PCB.

1. Brake Controller Connection(BVJ1) Unplugged.

2. Defective Automatic Potentiometer

3. Defective Automatic PotentiometerWiring.

4. Defective "FOR" PCB.

5. FO Cable Defective

6. "SS1" Connector Unplugged.

7. Defective "SS1" PCB.

1. Defective Release Switch (StuckOpen).



1. Replace "CP" PCB.

1. Replace "CP" PCB.

1. Replace “COM” PCB

1. Check BVJ1 Connector.

2. Perform Automatic BrakeFrequency Test (5.4.H.4,f thru l). Replace BrakeController.

3. Check Brake Valve ControllerWiring Circuit.

4. Replace "FOR" PCB.

5. Swap FO Cables At ControllerAnd/Or "FOR" PCB - DoesProblem Change ToIndependent). Replace FOCable.

6. Check "SS1" Connector.

7. Replace "SS1" PCB.

1. Perform Automatic Brake DigitalInput Test (5.4.H.2). ReplaceBrake Controller.


3. Replace "SS1" PCB.OBSOLETED, R

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#12 Brake ControllerDefective "BrakeVlv/SS1 - BVEmer. Error"

#13 Brake ControllerDefective "BrakeVlv/FOR -Improper Auto"

#14 Brake ControllerDefective "BrakeVlv/SS1 - NoRelease Verify"

#15 Brake ControllerDefective "BrakeVlv/SS1 - NoEmer Verify"

1. Defective AE1 Emergency Switch(Stuck Open).



1. Defective Automatic Potentiometer




1. Defective Automatic ReleaseSwitch (Stuck Closed Other ThanRelease).

2. Defective Automatic ReleaseSwitch Wiring.


1. Defective (AE1) AutomaticEmergency Switch. (Stuck ClosedIn Emergency).

2. Defective (AE1) AutomaticEmergency Switch Wiring.


1. Perform Automatic BrakeFrequency Test (5.4.H.2 and 4,f thru l). Replace BrakeController.



1. Perform Automatic BrakeFrequency Test (5.4.H.4, f thrul). Replace Brake Controller.



4. Swap FO Cables At ControllerAnd "FOR" PCB - DoesProblem Change ToIndependent). Replace FOCable.






3. Replace "SS1" PCB.OBSOLETED, R

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#20 Brake ControllerDefective "BrakeVlv/FOR - Ind MaxFrom Rel"

#21 Brake ControllerDefective "BrakeVlv/SS1 - Ind MaxOnly"

#22 Brake ControllerDefective "BrakeVlv/SS1 - Ind MaxOnly"

1. Defective IndependentPotentiometer




5. Brake Controller Connector (BVJ1)Unplugged.


1. Defective Independent ReleaseSwitch (Closed Other Than Rel).

2. Defective Independent ReleaseSwitch Wiring.

3. Defective "SS1" PCB

1. Defective Independent Max. Switch(Stuck Closed).

2. Defective Independent Max. SwitchWiring.


1. Perform Independent BrakeFrequency Test (5.4.H,4, c thrue). Replace Brake Controller.



4. Swap FO Cables At ControllerAnd "FOR" PCB - DoesProblem Change To Automatic).Replace FO Cable.

5. Check (BVJ1) Connector.


1. Perform Independent BrakeDigital Input Test (5.4.H. 3, athru c). Replace BrakeController.

2. Check Brake Controller WiringCircuit.


1. Perform Independent BrakeDigital Input Test (5.4.H.3, aand b). Replace BrakeController.



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#23 Brake ControllerDefective "BrakeVlv/FOR -Improper IndApply"

#24 Brake ControllerDefective "BrakeVlv/SS1 - No BailOff"

#25 Brake ControllerDefective "BrakeVlv/SS1 - No MaxInd Verify"

1. Defective IndependentPotentiometer

2. Defective IndependentPotentiometer Wiring.



1. Defective "BO" Switch (StuckClosed).

2. Defective "BO" Switch Wiring.


4. Defective "BEA" PCB.

5. Defective "DB1" PCB.

6. Defective K-7 Relay.

1. Defective Independent Max Switch(IM). (Stuck Open In Max.Position).

2. Defective Independent Max SwitchWiring.


1. Perform Independent BrakeFrequency Test (5.4.H. 4, c thrue). Replace Brake Controller.



4. Swap FO Cables At ControllerAnd "FOR" PCB - DoesProblem Change To Automatic).Replace FO Cable.

1. Perform Independent BrakeDigital Input Test (5.4.H.3, dand e). Replace BrakeController.



4. Perform BEA Control CircuitTest (5.4.F.3, a thru g).Replace "BEA" PCB.

5. Replace "DB1" PCB.

6. Replace K-7 Relay.

1. Perform Independent BrakeDigital Input Test (5.4.H.3).Replace Brake Controller.



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#26 Brake ControllerDefective "BrakeVlv/SS1 - No RelInd Verify"

#28 "AW4-ER/EPA1 -Improper ER PSI"

#30 "PS-BP/BEA -Switch StuckClosed"

1. Defective Independent ReleaseSwitch (Stuck Open In Rel).

2. Defective Independent ReleaseSwitch Wiring.


1. Defective ER Analog ConverterApply Magnet Valve (ERS) StuckEnergized.

2. Defective ER Analog ConverterExhaust Magnet Valve (ERE)Stuck Energized.

3. Improper Voltage Output From ERTransducer (ERT).

1. Defective Brake Pipe PressureSwitch (PS-BP) (Stuck Closed).

1. Perform Independent BrakeDigital Input Test (5.4. H, 3, b).Replace Brake Controller.



1. Check Voltage Of ER AnalogConverter Apply Magnet Valve(ERS). Brake Controller AutoHandle In Release, 23±1 voltsAt 90±1 PSI ER Gage. BrakeController Auto Handle InEmergency, 0 Volts at 0 PSI ERGage. Replace AnalogConverter If Improper Voltage.

2. Check Voltage Of ER AnalogConverter Exhaust MagnetValve (ERE) Across A GoodGround And Pin '1'. BrakeController Auto Handle InRelease, 0 volts At 90±1 PSI ERGage. Brake Controller AutoHandle In Emergency, 23±1Volts at 0 PSI ER Gage.Replace Analog Converter IfImproper Voltage.

3. Check Voltage Of ERTransducer (2 Volts At 0 PSI ERGage And 8.21 Volts At 90±1PSI ER Gage). Replace AW4-ER Analog ConverterTransducer (ERT). ReplaceAnalog Converter If ImproperVoltage.

1. Check Brake Pipe PressureSwitch (PS-BP) With The PTU.Go To The Monitor Menu AndPull Down The Brake PipeCircuit. PS-BP To Be 'ON' WithMore Than 25±1 PSI BPPressure And PS-BP To Be'OFF' With Less Than 22±1 PSIBP Pressure. Replace BrakePipe Pressure Switch.OBSOLE

TED, REFER TO IP

-148-C


OCTOBER/97 5-80



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5-81 OCTOBER/97

#30 "PS-BP/BEA -Switch StuckClosed" (Cont)

#31 "PS-BP/BEA -Switch StuckOpen"

#32"MV53/DB1/EPA1 -No BP Cut Off"

NOTE:Locomoti

ve To Be InCut-Out

#34 "AW4-ER/EPA1 -No ER Supply"

2. Defective Brake Pipe PressureSwitch (PS-BP) Wiring.


1. Defective Brake Pipe PressureSwitch (PS-BP) (Stuck Open).

2. Defective Brake Pipe PressureSwitch (PS-BP) Wiring.


1. Defective Magnet Valve (MV53)(Stuck Deenergized).

2. Defective Magnet Valve (MV53)Wiring.

3. Defective BP-CO Switch (StuckOpen).

4. Defective BP-CO Wiring.


6. Defective "EPA1" PCB.

1. AW4-ER Analog Converter ApplyMagnet Valve (ERS) ConnectorUnplugged.

2. Check Brake Pipe PressureSwitch (PS-BP) Wiring Circuit.

3. Replace "BEA" PCB.

1. Check Brake Pipe PressureSwitch (PS-BP) With The PTU.Go To The Monitor Menu AndPull Down The Brake PipeCircuit. PS-BP To Be 'ON' WithMore Than 25±1 PSI BPPressure And PS-BP To Be'OFF' With Less Than 22±1 PSIBP Pressure. Replace BrakePipe Pressure Switch.

2. Check Brake Pipe PressureSwitch (PS-BP) Wiring Circuit.


1. Perform Brake Pipe Cut-Off(MV53) Test (5.4. D, 4).Replace Magnet Valve (MV53).

2. Check Magnet Valve (MV53)Wiring Circuit.

3. Check Brake Pipe PressureSwitch (PS-BP) With The PTU.Go To The Monitor Menu AndPull Down The Brake PipeCircuit. PS-BP To Be 'ON' WithMore Than 25±1 PSI BPPressure And PS-BP To Be'OFF' With Less Than 22±1 PSIBP Pressure. Replace BrakePipe Pressure Switch.

4. Check BP-CO Wiring Circuit.


6. Replace "EPA1" PCB.

1. Check AW4-ER AnalogConverter Apply Magnet Valve(ERS) Connector.


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#34 "AW4-ER/EPA1 -No ER Supply"(Cont)

#35"MVER/DB1/EPA1 -ER 0 PSI Default"

2. Defective AW4-ER AnalogConverter Apply Magnet Valve(ERS).

3. Defective AW4-ER AnalogConverter Apply Magnet Valve(ERS) Wiring.

4. Defective AW4-ER AnalogConverter ER Transducer (ERT).

5. Defective AW4-ER AnalogConverter ER Transducer (ERT)Wiring.


1. Defective MVER Magnet Valve(Stuck Deenergized).

2. Defective MVER Magnet ValveWiring.

3. Defective MV53 Magnet Valve(Stuck Energized).

4. Defective MV53 Magnet ValveWiring.

5. Defective Brake Controller "AE1"Switch (Stuck Closed).

6. Defective Brake Controller "AE1"Switch Wiring.



2. Perform ER Analog ConverterTest (5.4. D, 2). Replace AW4-ER Analog Converter ApplyMagnet Valve (ERS).

3. Check AW4-ER AnalogConverter Apply Magnet Valve(ERS) Wiring Circuit.

4. Check Voltage Of ERTransducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI ER And 8.21±.17 Volts At90±1 PSI ER). Replace AW4-ER Analog ConverterTransducer (ERT).

5. Check AW4-ER AnalogConverter Transducer (ERT)Wiring Circuit.


1. Perform ER Magnet Valve(MVER) Test (5.4. D, 3).Replace MVER Magnet Valve.

2. Check MVER Magnet ValveWiring Circuit.

3. Perform Brake Pipe Cut-OffMagnet Valve Test (5.4. D, 4).Replace MV53 Magnet Valve.

4. Check MV53 Magnet ValveWiring Circuit.

5. Perform Brake Controller DigitalInput Test (5.4. H, 2, a).

6. Check Brake Controller "AE1"Switch Wiring Circuit.


8. Replace "EPA1" PCB.OBSOLETED, R

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5-83 OCTOBER/97



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#36 "BP-CO/BEA - NoBP-CO Cut Off"

#38 "AW4-ER/EPA1 -No ER Exhaust"

#40 "AW4-16/EPA2 -No BC Supply"

1. Defective BP-CO Switch (StuckOpen).

2. Defective BP-CO Wiring.


4. Defective MV53 Magnet Valve(Stuck Deenergized). Fault OccursIn Selftest.

5. Defective MV53 Magnet ValveWiring.

1. AW4-ER Analog ConverterExhaust Magnet Valve (ERE)Connector Unplugged.

2. Defective ER Analog Converter(AW4-ER) Exhaust Magnet Valve.

3. Defective ER Analog Converter(AW4-ER) Wiring.


1. AW4-16 Analog Converter ApplyMagnet Valve (16S) ConnectorUnplugged.

2. Defective AW4-16 AnalogConverter Apply Magnet Valve(16S).

3. Defective AW4-16 AnalogConverter Apply Magnet Valve(16S) Wiring.

1. Check Brake Pipe Cut OffSwitch (BP-CO) With The PTU.Go To The Monitor Menu AndPull Down The Brake PipeCircuit. BP-CO To Be 'ON' WithMore Than 25±1 PSI BPPressure And BP-CO To Be'OFF' With Less Than 22±1 PSIBP Pressure. Replace BrakePipe Cut Off Valve.

2. Check BP-CO Wiring Circuit.


4. Perform Brake Pipe Cut-OffMagnet Valve Test (5.4. D, 4).Replace MV53 Magnet Valve.

5. Check MV53 Magnet ValveWiring Circuit.

1. Check AW4-ER AnalogConverter Exhaust MagnetValve (ERE) Connector .

2. Perform ER Analog Converter(AW4-ER) Test (5.4. D, 2).Replace AW4-ER AnalogConverter.

3. Check ER Analog Converter(AW4-ER) Wiring Circuit.


1. Check AW4-16 AnalogConverter Apply Magnet Valve(16S) Connector.

2. Perform ER Analog ConverterTest (5.4. D, 2). Replace AW4-16 Analog Converter ApplyMagnet Valve (16S).

3. Check AW4-16 AnalogConverter Apply Magnet Valve(16S) Wiring Circuit.OBSOLE

TED, REFER TO IP

-148-C


5-85 OCTOBER/97



#40 (24"AW4-16/EPA2- No BC Supply"(Cont)

#41 "AW4-16/EPA2 -No BC Exhaust"

#42"MV16T/DB1/EPA2 -Brk Back Up"

4. Defective AW4-16 AnalogConverter 16 Transducer (16T).

5. Defective AW4-16 AnalogConverter 16 Transducer (16T)Wiring.


1. AW4-16 Analog Converter ExhaustMagnet Valve (16E) ConnectorUnplugged.

2. Defective AW4-16 AnalogConverter Exhaust Magnet Valve(16E) (Stuck Closed).

3. Defective AW4-16 AnalogConverter Exhaust Magnet Valve(16E) Wiring.

4. Defective AW4-16 AnalogConverter 16 Transducer (16T).

5. Defective AW4-16 AnalogConverter 16 Transducer (16T)Wiring.


1. Defective MV16T Magnet Valve(Stuck Deenergized).

2. Defective MV16T Wiring.


4. Check Voltage Of 16Transducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI BC And 6.35±.17 Volts At63±1 PSI BC). Replace AW4-16 Analog ConverterTransducer (16T).

5. Check AW4-16 AnalogConverter Transducer (16T)Wiring Circuit.


1. Check AW4-16 AnalogConverter Exhaust MagnetValve Connector.

2. Perform #16 Analog ConvertorTest (5.4.E, 2). Replace AW4-16 Analog Converter ExhaustMagnet Valve (16E).

3. Check AW4-16 AnalogConverter Exhaust MagnetValve (16E) Wiring Circuit.

4. Check Voltage Of 16Transducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI 16 Gage And 7.38±.17Volts At 78 PSI At 16 Gage).Replace AW4-16 AnalogConverter Transducer (16T).

5. Check AW4-16 AnalogConverter Transducer (16T)Wiring Circuit.


1. Perform #16 Analog ConvertorTest (5.4.E, 3). Replace MV16TMagnet Valve.

2. Check MV16T Wiring Circuit.


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#42"MV16T/DB1/EPA2 -Brk Back Up"(Cont)

#43 "PS-13/BEA - NoBC Bail Off"

#44 "20CP - AdjustRegulator"

NOTE: Self Test FaultOnly


1. Pressure Switch (PS13) StuckClosed.

2. Defective Wiring PS13 Wiringcircuit.


1. Regulating Valve (20CP) NotAdjusted To 55±1 PSI.


1. Check Bail Off Pressure Switch(PS-13) With The PTU. Go ToThe Monitor Menu And PullDown The #13 Pipe Circuit. PS-13 To Be 'ON' With More Than25±1 PSI And PS-13 To Be'OFF' With Less Than 22±1 PSI.Replace Pressure Switch(PS13).

2. Check PS13 Wiring Circuit.


1. a. Set Regulating Valve To55±1 PSI.

b. Replace 20 Pipe ControlPortion.

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5-87 OCTOBER/97



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OCTOBER/97 5-88

#46 "DB10 - No BackUp Default BC"

NOTE: Self Test FaultOnly

#47 "PS-13/BEA - NoBC Bail Off"

BP < 20 PSIBC < 10PSI

#48"PS13/MV13S/BEA -No Bail Off"

1. Pressure Switch (PS13) StuckOpen.

2. Defective Wiring PS13 Wiringcircuit.


1. Magnet Valve (MV13S) ConnectorUnplugged.

2. Magnet Valve (MV13S) StuckDeenergized.

3. Defective Magnet Valve (13S)Wiring.

4. Magnet Valve (MV13E) StuckEnergized.

5. Pressure Switch (PS 13) StuckOpen.



1. Check Bail Off Pressure Switch(PS-13) With The PTU. Go ToThe Monitor Menu And PullDown The #13 Pipe Circuit. PS-13 To Be 'ON' With More Than25 PSI And PS-13 To Be 'OFF'With Less Than 22 PSI.Replace Pressure Switch(PS13).

2. Check PS13 Wiring Circuit.


1. Check Magnet Valve (MV13S)Connector.

2. Perform #13 Control CircuitTest (5.4.F, 3). ReplaceMagnet Valve (MV13S).

3. Check Magnet Valve (MV13S)Wiring Circuit.

4. Perform #13 Control CircuitTest (5.4.F, 3). ReplaceMagnet Valve (MV13E).

5. Check Bail Off Pressure Switch(PS-13) With The PTU. Go ToThe Monitor Menu And PullDown The #13 Pipe Circuit. PS-13 To Be 'ON' With More Than25 PSI And PS-13 To Be 'OFF'With Less Than 22 PSI.Replace Pressure Switch(PS13).




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5-89 OCTOBER/97


#49"PS13/MV13E/BEA -Slow BailExhaust"

#51 "MRT/AD - No MRTrans"

#52 "BPT/AD - No BPTrans"

1. Magnet Valve (MV13E) StuckDeenergized.

2. Defective Magnet Valve (13E)Wiring.

3. Pressure Switch (PS-13) StuckClosed.



6. Defective # 13 Pipe Circuit.

1. MRT Connector Unplugged.

2. Defective MRT

3. Defective MRT Wiring

4. Defective "TJB" PCB.

5. Defective "AD" PCB.

1. BPT Connector Unplugged.

2. Defective BPT

1. Perform #20 Control PortionTest (5.4.F, 1 and 2, d thru i).Replace Magnet Valve(MV13E).

2. Check Magnet Valve (MV13E)Wiring Circuit.

3. Check Bail Off Pressure Switch(PS-13) With The PTU. Go ToThe Monitor Menu And PullDown The #13 Pipe Circuit. PS-13 To Be 'ON' With More Than25±1 PSI And PS-13 To Be'OFF' With Less Than 22±1 PSI.Replace Pressure Switch(PS13).



6. Check # 13 Pipe For Blockage.Check Size Of #13 ExhaustChoke In Manifold, Size is#29D.

1. Check MRT Connector.

2. Check Voltage Of MRTransducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI And 10.97±.17 Volts At130±1 PSI). Replace MRT.

3. Check MRT Wiring Circuit.

4. Replace "TJB" PCB.

5. Replace "AD" PCB.

1. Connect BPT Connector ToBPT.

2. Check Voltage Of BPTransducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI And 8.21±.17 Volts At 90±1PSI). Replace BPT.

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OCTOBER/97 5-90



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5-91 OCTOBER/97

#52 "BPT/AD - No BPTrans" (Cont)

#53 "FLT/AD - NoFlow Trans"

#54 "ERT/AD - No ERTrans"

#55 "BCT/AD - No BCTrans"

3. Defective BPT Wiring



1. FLT Connector Unplugged.

2. Defective FLT

3. Defective FLT Wiring



1. ERT Connector Unplugged.

2. Defective ERT

3. Defective ERT Wiring



1. BCT Connector Unplugged.

2. Defective BCT

3. Defective BCT Wiring



3. Check BPT Wiring Circuit.



1. Check FLT Connector.

2. Check Voltage Of FLTransducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI And 10.97±.17 Volts At130±1 PSI). Replace FLT.

3. Check FLT Wiring Circuit.



1. Check ERT Connector.

2. Check Voltage Of ERTransducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI And 8.21±.17 Volts At 90±1PSI). Replace ERT.

3. Check ERT Wiring Circuit.



1. Check BCT Connector.

2. Check Voltage Of BCTransducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI And 7.31±.17 Volts At 77±1PSI). Replace BCT.

3. Check BCT Wiring Circuit.




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OCTOBER/97 5-92


#56 "16T/AD - No BCControl Trans"

#57 "20T/AD - No INDTrans"

#60 "AD - No Trans"

#61"MVEM/EPA1/PVEM- No Elect Emer"

1. 16T Connector Unplugged.

2. Defective 16T

3. Defective 16T Wiring



1. 20T Connector Unplugged.

2. Defective 20T

3. Defective 20T Wiring




1. Defective Magnet Valve (MVEM)(Stuck Energized).

2. Defective Magnet Valve (MVEM)Wiring (Open).



1. Check 16T Connector.

2. Check Voltage Of 16Transducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI And 7.31±.17 Volts At 77±1PSI). Replace 16T.

3. Check 16T Wiring Circuit.



1. Check 20T Connector.

2. Check Voltage Of 20Transducer Across Pin '1' (BLK)And Pin '3' (WHT) (2 Volts At 0PSI And 5.10±.17 Volts At 45±1PSI). Replace 20T.

3. Check 20T Wiring Circuit.




1. Perform EPA Brake PipeControl Circuit Test (5.4.D, 5).Replace Magnet Valve (MVEM).

2. Check Magnet Valve (MVEM)Wiring Circuit.



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5-93 OCTOBER/97



#62 "ELV -AdjustmentRequired"

#70 “Alerter Penalty

#71 “Power-UpPenalty”

#72 "OverspeedPenalty"

#76 "20P/DB1/BEA -No Ind Supply"

#77 "20P/DB1/BEA -Ind Supply Open"

NOTE: Speed Is LessThan 10 MPH

1. Reducing Valve (ELV) NotAdjusted To 80±1 PSI.

1. Alerter Penalty active

1. CCB is powering on.

1. Overspeed Penalty active.

1. Magnet Valve (MV20S) ConnectorUnplugged.

2. Defective Magnet Valve (MV20S).(Stuck Deenergized).

3. Defective Magnet Valve (MV20S)Wiring (Open Circuit).



1. Another Locomotive In Consist IsAlso In Lead With Ind Handle InApply.

2. Magnet Valve (MV20R) ConnectorUnplugged.

1. a. Set Regulating Valve To 80±1 PSI.

b. Replace ELV.

1. None

1. None.

1. None.

1. Check Magnet Valve (MV20S)Connector.

2. Perform BEA-#20 Pipe ControlCircuit Test (5.4.F, 1 thru 2).Replace Magnet Valve(MV20S).




1. Move Other Locomotive IndHandle To Release And PlaceIn Trail.

2. Check Magnet Valve (MV20R)Connector .

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OCTOBER/97 5-94



#77 "20P/DB1/BEA -Ind Supply Open"(Cont)

NOTE: Speed Is LessThan 10 MPH

#78 "20P/DB1/BEA -No Ind Release"

NOTE: Speed IsGreater Than 10 MPHFor This Fault To BeLogged.

3. Defective Magnet Valve (MV20S).(Stuck Energized).

4. Defective Magnet Valve (MV20S)Wiring (Shorted Closed).

5. Defective Magnet Valve (MV20R).(Stuck Deenergized).

6. Defective Magnet Valve (MV20R)Wiring (Open Circuit).



1. Another Locomotive In Consist IsAlso In Lead With Ind Handle InApply.

2. Magnet Valve (MV20R) ConnectorUnplugged.

3. Defective Magnet Valve (MV20S).(Stuck Energized).

4. Defective Magnet Valve (MV20S)Wiring (Shorted Closed).

5. Defective Magnet Valve (MV20R).(Stuck Deenergized).

6. Defective Magnet Valve (MV20R)Wiring (Open Circuit).





5. Perform BEA-#20 Pipe ControlCircuit Test (5.4.F, 1 thru 2).Replace Magnet Valve (20R).

6. Check Magnet Valve (MV20R)Wiring Circuit.



1. Move Other Locomotive IndHandle To Release And PlaceIn Trail.

2. Check Magnet Valve (MV20R)Connector.






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5-95 OCTOBER/97



#79 "20P/DB1/BEA -Ind ExhaustOpen"

NOTE: Speed IsGreater Than 10 MPHFor This Fault To BeLogged.

#80 (24"COMM - NoILC Receive"

#81 "COMM - WriteLockup"

#82 "COMM - ReadLockup"

#90 "Brake Vlv SelfTest Fault"

#91 "ER Control SelfTest Fault"

1. #20 Pipe End Cock Open ToExhaust.

2. Another Locomotive In Consist IsAlso In Lead With Ind Handle InRelease.

3. Defective Magnet Valve (MV20R).(Stuck Energized).

4. Defective Magnet Valve (MV20R)Wiring (Shorted Closed).



1. Defective "COMM" PCB.

2. Defective ILC Wiring.



1. Brake Controller Malfunction OrDefective.

1. ER Control Circuit Malfunction OrDefective.

1. Close #20 Pipe End Cock.

2. Keep Ind Handle In ReleaseAnd Place Other Locomotive InTrail.





1. Replace "COMM" PCB.

2. Check ILC Wiring Circuit.



1. See Symptom # 10, 11,12, 13,14, 15, 20, 21, 22, 23, 24, 25,26.

1. See Symptom # 28, 34, 35, 38and 54.

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OCTOBER/97 5-96



#92 "BP Self TestFault"

#93 "Independent SelfTest Fault"

#94 "Bail Off Self TestFault"

#95 "BC Self TestFault"

#96 "Locomotive I/OSelf Test Fault"

1. Brake Pipe Circuit Malfunction OrDefective.

1 Independent Circuit Malfunction OrDefective.

1. Bail Off Circuit Malfunction OrDefective.

1. Brake Cylinder Circuit MalfunctionOr Defective.

1. Locomotive I/O Circuit MalfunctionOr Defective.

1. See Symptom # 30, 31, 32, 36and 52.

1. See Symptom # 44, 57, 76, 77,78 and 79.

1. See Symptom # 43, 47, 48 and49.

1. See Symptom #40, 41, 42, 46,55, 56. 61 and 62.

1. See Symptom #71.

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5-97 OCTOBER/97


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6-1 OCTOBER/97

CHAPTER 6

EQUIPMENT REPLACEMENT


The CCB brake system has been designed for ease of maintenance . Some of the systemcomponents are manifold mounted on the pneumatic control unit. Replacement procedures forthis equipment can be easily accomplished.

This Section provides the removal and installation procedures for the major components of thebrake system. The General Procedures, Paragraph 6.2.1, however, shall apply for any workwhich is accomplished on the brake system.

6.2 Replacement Procedures

6.2.1 General Procedures

WARNING: BEFORE STARTING WORK PROCEDURES DESCRIBED IN THISCHAPTER, MAKE SURE THAT ALL SAFETY PRECAUTIONS OUTLINEDIN CHAPTER 3, PREPARATION FOR MAINTENANCE, HAVE BEENCOMPLETED.

A. Important

When a component device is removed from the pipe bracket portion or manifold, allmounting gaskets and "O" rings, seals, etc. must be replaced. Refer to New York AirBrake Illustrated Parts Catalog for CSX for replacement part name and number.

B. Reference

After installation of replacement equipment, reference must be made to Chapter 5 forSingle Car Test Procedures.

NOTE: When removing all components from the brake control unit, the exteriorsurface of the brake control unit is to be cleaned before removing any portionor device by wiping with a soft, clean, lint-free cloth. Likewise, when installingthe components, their respective mounting surfaces of the manifold andvalve are to be cleaned of all contaminants prior to the placement of thecomponents.

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OCTOBER/97 6-2

6.2.2 DIT Valve Replacement

The DIT Valve utilizes a manifold for attachment of some components of the brake system.Normally maintenance of the unit will be accomplished by replacement of any malfunctioningcomponent and leaving the manifold permanently attached to the car. However, in the eventthat it is desired to replace the entire unit, the procedures for accomplishing this are detailed inthe Locomotive Builders Information.

NOTE: When removing all components from the DIT Valve, the exterior surface of the DITValve is to be cleaned before removing any portion or device by wiping with a soft,clean, lint-free cloth. Likewise, when installing the components, their respectivemounting surfaces of the manifold and valve are to be cleaned of all contaminants priorto the placement of the components.

WARNING: OBSERVE ALL SAFETY PRECAUTIONS OUTLINED IN CHAPTER 3,PREPARATION FOR MAINTENANCE. CCB BRAKE SYSTEM TO BEDEPRESSURIZED BEFORE ANY ATTEMPT IS MADE TO SERVICE THISUNIT.

A. DB-10 Service Portion, Item 4 (Fig. 6-1, P. 6-5)

1) Removal

a) Remove cotter pin (7). Remove handle (6).

b) Remove three hex nuts (3) that secure the DB-10 service portion (4) to themanifold (1). Remove DB-10 Service Portion (4) from manifold (1).

c) Remove gasket (5) and discard.

d) Install stem guard onto stem.

2) Installation

a) Remove stem guard.

b) Install new gasket (5) onto studs of manifold (1).

c) Install DB-10 service portion (4) onto the studs of manifold (1) and securewith three hex nuts (3). Tighten nuts (3) to 65±2 ft. lbs. (dry torque).

B. Piston Valve, Item 11 (Fig. 6-1, P. 6-5) w/DBI connector

1) Removal

a) Remove two hex head cap screws (10) from manifold (1). Remove pistonvalve (11) from manifold (1).

2) Installation

a) Ensure that piston valve (11) mounting gaskets are properly in place.

b) Install piston valve (11) onto manifold (1) and secure in place with two hexhead cap screws (10).

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6-3 OCTOBER/97

C. Double Check Valve, Item 9 (Fig. 6-1, P. 6-5)

1) Removal

a) Remove two hex head screws (8)from manifold (1). Remove double checkvalve (9) from manifold (1).

2) Installation

a) Ensure that double check valve (9) mounting gaskets are properly in place.

b) Install double check valve (9) onto manifold (1) and secure in place with twohex head screws (8).

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OCTOBER/97 6-4

Key for Figure 6-1, P. 6-5

1. Manifold2. Choke3. Hex Nut4. DB-10 Service Portion5. Gasket6. Handle7. Cotter Pin8. Hex Head Screw9. Double Check Valve

10. Hex Head Cap Screw11. Piston Valve12. Thread Protector

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6-5 OCTOBER/97FIGURE 6-1 DIT VALVE COMPONENT REPLACEMENT

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OCTOBER/97 6-6

6.2.3 Brake Valve Controller

The Brake Valve Controller utilizes piping that connects directly to the vent valve on the back ofthe controller. This piping connects to the Pneumatic Control Unit (PCU). The completeprocedures for removal and installation are detailed in the Locomotive Builders Information.

NOTE: The Brake Valve Controller utilizes fiber optic cables to transmit brake commands tothe computer relay unit. In the event that replacement of this unit is needed, careshould be taken when disconnecting and re-connecting the optical cables to thebrake valve controller


A. Brake Valve Controller, (Fig 6-2, P. 6-8)

1. Removal

a) Refer to Locomotive Builder information and remove brake valve controllerfrom console of locomotive.

b) Unscrew bolts (3) and remove vent valve (2) from back of brake valvecontroller (1).

2. Installation

a) Attach vent valve (2) to the brake valve controller (1) by using bolts (3).

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6-7 OCTOBER/97

Key for Figure 6-2, P. 6-8

1. Brake Valve Controller2. Vent Valve3. Bolt

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OCTOBER/97 6-8

FIGURE 6-2 BRAKE VALVE CONTROLLER COMPONENT REPLACEMENT

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6-9 OCTOBER/97

6.2.4 Computer Relay Unit

The Computer Relay Unit (CRU) utilizes a enclosure to seal the computer and all electronicsfrom outdoor elements. Normally maintenance of the unit will be accomplished by replacementof any malfunctioning component and leaving the chassis permanently attached to thelocomotive. However, in the event that it is desired to replace the entire unit, the procedures foraccomplishing this are detailed in the Locomotive Builders Information.

NOTE: Before removing any components from the CRU, make sure all power to the CRUhas been turned off.


Refer to Figure 6-3 & 6-4, P. 6-10 & 6-11

A. Removal

1) Unscrew bolts (1), do not turn all the way out. Turn retaining clips (2)180degrees. Cover (3) may then be removed.

2) Any one of the relays may be removed by unscrewing the miniature screwsthat are built into the relay and pulling the relay from the socket by hand.

3) All cable connectors used on the front of the interface unit and thecomputer are released and attached the same way. Refer to figure 6-4,p. 6-11). The SV & SVJ boards are the only exception, they are held inplace by a screw which is part of the cable connector.

4) All computer cards are removed by loosening the screws located at the topand the bottom of the card face. (See figure 6-4) Then pulling the boardout of the slots of the computer cage.

B. Installation

1) To install computer boards, slide board into slot of computer cage, the last1/4 inch of travel will be harder to insert due to the board sliding into theback plane connector. Boards do not require much force to seat into backplane connector, therefore do not force. Pull board back out and make sureit is in its slot. Tighten slotted head screws on the face of board.

2) Install cable connectors to the front of the SV & SVJ boards. Tighten screwof connector to socket, located on the front of the boards. Attach all cableconnectors to the front of the computer boards. (See figure 6-4)

3) Insert relays into sockets and tighten miniature screws so relay can notvibrate loose.

4) Install cover (3) onto enclosure, rotate retaining clips (2) back to theiroriginal positions and tighten bolts (1) to seal cover.OBSOLETED, R

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OCTOBER/97 6-10

FIGURE 6-3 COMPUTER COMPONENT REPLACEMENT

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6-11 OCTOBER/97FIGURE 6-4 CABLE CONNECTOR REMOVAL AND INSTALLATION

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OCTOBER/97 6-12

6.2.5 Pneumatic Control Unit Replacement

The Pneumatic Control Unit utilizes a manifold for attachment of some components of the brakesystem. Normally maintenance of the unit will be accomplished by replacement of anymalfunctioning component and leaving the manifold permanently attached to the car. However,in the event that it is desired to replace the entire unit, the procedures for accomplishing this aredetailed in the Locomotive Builders Information. The removal and installation procedures forthe replacement of each individual component mounted on the Pneumatic Control Unit aregiven in, NYR-380.

NOTE: When removing all components from the PCU, the exterior surface of the PCU is to becleaned before removing any portion or device by wiping with a soft, clean, lint-freecloth. Likewise, when installing the components, their respective mounting surfaces ofthe manifold and valve are to be cleaned of all contaminants prior to the placement ofthe components.


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7-1 OCTOBER/97

CHAPTER 7

SYSTEM EQUIPMENT


This Section provides the parts list, wiring diagrams and piping diagrams for the brake system.

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OCTOBER/97 7-2


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IP-164-C 8-1 OCTOBER/97

CHAPTER 8

NYAB/KNORR CCB - EMD/CSX - Fault Codes


This Section provides a list of fault codes displayed by the DI Board.

NOTE: Some of the fault codes listed on the following pages are not active or in use.

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OCTOBER/97 8-2 IP-164-C

8.1.1 NYAB/KNORR CCB - Fault Codes

DESCRIPTION MODES NYAB

CP-ROM FAULT ...................................... Fault 01CP-RAM Fault ...................................... Fault 02COM-COMM TEST FAULT ...................................... Fault 03

BRAKE VLV/FOR - NO BV RELEASE PENALTY ..................... Fault 10BRAKE VLV/SS1- NO BV RELEASE ...................................... Fault 11BRAKE VLV/SS1 -BV EMER ERROR ALARM.......................... Fault 12BRAKE VLV/FOR - IMPROPER AUTO ...................................... Fault 13BRAKE VLV/SS1 - NO REL VERIFY ...................................... Fault 14BRAKE VLV/SS1 - NO EMER VERIFY ...................................... Fault 15BRAKE VLV/FOR - IND MAX FROM REL ...................................... Fault 20BRAKE VLV/SS1 - IND MAX ONLY ...................................... Fault 21BRAKE VLV/SS1 - IND MAX ONLY ...................................... Fault 22BRAKE VLV/FOR - IMPROPER IND APP ...................................... Fault 23BRAKE VLV/SS1 - NO BAIL OFF ...................................... Fault 24BRAKE VLV/SS1 - NO MAX IND VERIFY ...................................... Fault 25BRAKE VLV/SS1 - NO REL IND VERIFY ...................................... Fault 26

AW4-ER/EPA1 - IMPROPER ER PSI ...................................... Fault 28PS-BP/BEA - BP PSI SWITCH STUCK CLOSED...................................... Fault 30PS-BP/BEA - BP PSI SWITCH STUCK OPEN ...................................... Fault 31MV53/DB1/BP-CO/BEA NO BP CUT OFF ...................................... Fault 32

AW4-ER/EPA1- NO ER SUPPLY PENALTY ..................... Fault 34MVER/DB1/EPA1-ER 0 PSI DEFAULT PENALTY ..................... Fault 35BP-CO/BEA - NO BP CUT OFF ...................................... Fault 36AW4-ER/EPA1- NO ER EXHAUST PENALTY ..................... Fault 38AW4-ER/EPA1 - NO ER SUPPLY BACKUP ....................... Fault 39AW4-16/EPA2 - NO BC SUPPLY BACKUP ....................... Fault 40AW4-16/EPA2 - NO BC EXHAUST BACKUP ....................... Fault 41MV16T/DB1/EPA2 - BRK BACK UP BACKUP ....................... Fault 42PS-13/BEA - NO BC BAIL OFF ...................................... Fault 4320CP - ADJUST REGULATOR ...................................... Fault 44DB1O - NO BACK UP DEFAULT BC ...................................... Fault 46PS-13/BEA - NO BC BAIL OFF ...................................... Fault 47PS13/MV13S/BEA - NO BAIL OFF ...................................... Fault 48PS13/MV13E/BEA - SLOW BAIL EXHAUST ...................................... Fault 49

MRT/AD - NO MR TRANS ...................................... Fault 51BPT/AD -NO BP TRANS PENALTY & BACKUP .. Fault 52FLT/AD - NO FLOW TRANS ...................................... Fault 53ERT/AD - NO ER TRANS PENALTY ..................... Fault 54BCT/AD - NO BC TRANS ...................................... Fault 5516T/AD - NO BC CONTROL TRANS BACKUP ....................... Fault 56OBSOLE

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DESCRIPTION MODES NYAB

2OT/AD - NO IND TRANS BACKUP ....................... Fault 57

AD - NO TRANS PENALTY & BACKUP .. Fault 60MVEM/EPAl/PVEM - NO ELECT EMER ...................................... Fault 61ELV - ADJUSTMENT REQUIRED ...................................... Fault 62

ALERTER PENALTY ...................................... Fault 70POWER UP PENALTY ...................................... Fault 712OP/DB1/BEA - NO IND SUPPLY W/BV ...................................... Fault 762OP/DB1/BEA - IND SUPPLY OPEN PENALTY ..................... Fault 772OP/DB1/BEA - NO IND RELEASE W/BV PENALTY ..................... Fault 782OP/DB1/BEA - IND EXHAUST OPEN ...................................... Fault 79 COMM - NO ICE RECEIVE ...................................... Fault 80IMPROPER ICE COMMUNICATION ...................................... Fault 81IMPROPER ICE COMMUNICATION ...................................... Fault 82

BRAKE VLV SELF TEST FAULT ...................................... Fault 90ER CONTROL SELF TEST FAULT ...................................... Fault 91BP SELF TEST FAULT ...................................... Fault 92INDEPENDENT SELF TEST FAULT ...................................... Fault 93BAIL OFF SELF TEST FAULT ...................................... Fault 94BC SELF TEST FAULT ...................................... Fault 95LOCOMOTIVE I/0 SELF TEST FAULT ...................................... Fault 96

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8.1.2 DIAG SUM MESSAGES

FLAG MESSAGE RECOVERY MESSAGE

1234567890123456789012345678901234 123456789012345678901234567890123456789

AIR BRAKE IS POWERING UP TO CLEAR PENALTY,MOVE HANDLE TO SUPP FOR 10 SECONDS

AIR BRAKE FAULT EMERGENCY HANDLE MUST BE IN EMER TO RECOVERKEEP HANDLE IN EMER FOR XX SECONDSTO CLEAR EMER MOVE HANDLE TO REL

OPERATOR EMERGENCY KEEP HANDLE IN EMER FOR XX SECONDSTO CLEAR EMER MOVE HANDLE TO REL

FIREMAN EMERGENCY HANDLE MUST BE IN EMER TO RECOVERKEEP HANDLE IN EMER FOR XX SECONDSTO CLEAR EMER MOVE HANDLE TO REL

TRAINLINE EMERGENCY HANDLE MUST BE IN EMER TO RECOVERKEEP HANDLE IN EMER FOR XX SECONDSTO CLEAR EMER MOVE HANDLE TO REL

PENALTY BRAKE - AIR BRK FAULT TO CLEAR PENALTY, MOVE HANDLE TO SUPP

OVERSPEED PENALTY TO CLEAR PENALTY, MOVE HANDLE TO SUPP

ALERTER PENALTY TO CLEAR PENALTY, MOVE HANDLE TO SUPP

OPERATOR MESSAGE

123456789012345678901234567890123456789AUTO BRAKE CAN'T RELEASE-SET TRAIL

NO BP CUTOFF-SET TRAILIND MAX OR REL ONLY-CAUTIONNO BRK VLV BAIL OFF-CAUTION

NO BP CUTOFF-UNIT DEADNO LOCAL BC BAIL OFF-CAUTIONNO MR OR FLOW GAGE-NOTE-XX

NO FLOW GAGE-NOTE-XXBACK-UP BC-NOTE-XX

NO IND BRK ON TRAIL UNITS-SET TRAILCHECK CONSIST SET UP-SET TRAIL

IND STUCK BRK-SET TRAILNO BP GAGE, BACKUP BC-SET TRAIL

AUTO CAN’T RELEASE, BACKUP BC-SET TRAILIND STUCK BRK-SET TRAIL, SWITCH AB-OFFOBSOLE

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8.2 Air Brake Fail Indications

1. The Electronic Braking System on the SD-70MAC has fault detection logic thatindicates to the maintenance personnel and to the crew of problems within the brakingsystem. These are indicated by a Red or Yellow Air Brake Fail, and may beaccompanied by an Crew Message on the cab display.

a. Yellow Air Brake Fail - Indicates that the fault has no effect to operation.Repair at convenience. A maintenance message is available through the MAINTselection on the display, though accessible by maintenance personnel only.

b. Red Air Brake Fail - Indicates that there may be an effect to operation.Repair at earliest convenience. A maintenance message is available by allpersonnel through the Air Brake Selection on the display if a detailed viewing isdesired.

c. Crew Message - Indicates there is an effect to operation, any action,caution or warnings to the Crew. Messages shall accompany a Red Air BrakeFail only, then, only when the failure is effecting the operation of the unit.

Note: A Red Air Brake Fail indication without a Crew Message does not affectoperation of the unit. Most of the Red Air Brake Fails are restrictive to LEADoperation only.

8.3 Air Brake Fail Crew Messages

1. Crew Messages are two (2) line messages that appear on the operator’s Display.These messages are prioritized according to importance, one message at a time, or willrotate if of equal importance. The first or top line is the ‘flag’ line and will read ‘PenaltyBrake-Air Brake Fault’ or ‘Air Brake Fault’ if the result of an air brake fail detection.The second or bottom line is the ‘information’ line and contains a description of thefault, action required and a number code to the type of fail detection.

For example:Penalty Brake-Air Brake FaultAuto can’t release-Set trail-010

2. The ‘flag’ line indicates that a penalty brake is in effect and that the penalty is a result ofan air brake failure detection. The ‘information’ line states that the automatic or trainbrake cannot be released as a result of the enforced penalty, that the unit needs to beset to trail (through the Display) and the detected failure is #10.

3. As all Crew Message failures are of Red Air Brake Fail indication, the crew may accessthe maintenance code through the AIR BRAKE selection on the display. In this caseone would see “10-Change Brake Vlv/FOR-No BV REL.” This states the detectedfailure is code #10, that the Brake Valve Controller or it’s receiver printed circuit boardFOR is likely the problem and the result is no recognition of a brake valve releaseposition.

4. On this specific example, the Crew Message would be removed when the unit is set toTRAIL as there is no effect to operation in the trail condition. However, the Red AirBrake Fail indication will remain.

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8.4 Air Brake Fail Detection and Clear

Air Brake Faults are detected and cleared through the normal operation of the locomotive andself checks on the system by the air brake computer. Air Brake Failures are detected if two ormore cabs are in the LEAD-CUT OUT or LEAD-CUT IN set up of operation within a consist aseach cab is attempting to control the braking system. This is not considered normal operation.

Coupling Locomotives Together (Consist Make up)Prevention of Air Brake Fail.

Prior to connecting end hoses or opening end valves assure that the appropriate unit is set toTRAIL.

1. Couple (do not connect end hoses) and stretch units to ensure couplers are locked.

2. Set cab controls for trailing unit operation. Check unit for Crew Message or Red AirBrake Fail.a. Follow instruction of Crew Message if present. See attached chart.

b. If desired, check Red Air Brake Fail by placing unit to LEAD-CUT OUT. CheckCrew Message. If fault is to be confirmed or cleared, follow the instructions onthe attached chart as to the message displayed.

3. Install control cable between units.

4. Connect air brake hoses between units.

5. Open required air hose cutout cocks on each unit.

6. Perform required consist checks.

Changing EndsPrevention of Air Brake Fail.

Prior to changing ends, assure that the unit is set to TRAIL. Do not have two (2) cabs set toLEAD-CUT OUT or CUT IN at the same time.

1. Apply the automatic brake accordingly and apply full independent brake.

2. Remove the Reverser. (Unit will not set to TRAIL without reverser centered.)

3. Set the Air Brake to TRAIL.

4. Place the automatic brake handle to CS position.

5. Set other cab devices to Trail position as required.

6. Change ends.

7. Set the Independent handle to full position and the automatic handle to release.

8. Set the unit to LEAD-CUT OUT and wait for ER to charge to the set pressure.

9. Change to LEAD-CUT IN will release the automatic brake.

10. Perform required consist checks.

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Clear Air Brake FailClears only set up fault detection’s.

Air Brake Fails are detected due to open end valves, multiple Lead cabs and rapid air brakebreaker openings and closings.

1. Isolate the unit from the other units by closing the end hose cutout cocks.

2. Follow procedure on attached chart.

3. Assure that the unit is placed back to TRAIL prior to opening end hose cutout cocks.

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8.5 Fault Set-up or Clear

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8.5 Fault Set-up or Clear (Cont.)

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8.6 MU of CCB Braking System

The Electronic Braking System on the SD-70MAC will detect an Air Brake Fault if two (2)cabs or more are in the LEAD-CUT IN or LEAD-CUT OUT mode of operation at the sametime. To prevent these faults: Prior to connecting hoses:

1. Couple and stretch units to ensure couplers are locked.

2. Set cab controls for trailing unit operation.

3. Check Display for Air Brake Fail indication.

If Yellow.- Unit is operative LEAD or TRAIL,.If Red.- Follow Crew Message or See Back of Card.

4. Install control cable between units

5. Connect air brake hoses between units and open required cutout cocks

6. Perform required consist checks

Fault Indicator

The Air Brake Fault Indicator, located on the Display, is for maintenance purposes. Redindicates repair is required at the earliest opporwmty and Yellow indicates repair atconvenience. Any restrictive operation of the brakes is given by an Operator Message on theDisplay. Most Red faults are Lead restrictive only. Unit is operative if there is no message inTrail mode. Set Trail is normal TRAIL set up. Do not open Air Brake Breaker.

8.7 CLEARING FAULTS on MU

The Electronic Braking System on the SD-70MAC will detect Air Brake Faults. Some ofthese faults may have occurred during set up.

If YELLOW: Unit is Operative.If RED: Clear faults as below:

1. Set handbrake.

2. Close end hose cutout cocks and angle cocks, including MR line.

3. Verify Air Brake Computer (CCB) circuit breaker is CLOSED and remove Reverserhandle.

4. Set unit to TRAIL. Note: If unit will not go to TRAIL, select LEAD, try step 4 again.

5. Place Auto to REL.

6. Place IND to RELEASE.

If during the following, the correct response is not found, fault cannot be cleared .

7. After 60 seconds, place Auto to RELEASE.

8. Set to LEAD-CUT IN and allow ER & BP to fully charge and BC to 0 psi.

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9. Place Auto in SUPPRESSION for 10 seconds.

10. Return AUTO to RELEASE. Allow ER and BP to fully charge and BC to go to 0 psi.

11. Place IND to FULL Application for 15 seconds.

12. Place IND in RELEASE.

13. Bail Off for 10 seconds, then release.

14. Place Auto handle in EMERGENCY.

15. After 60 seconds, place Auto in RELEASE.

16. Place IND in FULL Application.

17. Faults should be cleared. If faults do not clear, follow message Instructions on ILC.

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Crew MessageAir

BrakeFail

MaintenanceMessage

Set Up:Clear Fault or;

Clear FaultIf possible;

10 Air BrakeFaultAuto can'tRelease-SetTrail-010

Red 10-ChangeBrakeVlv/FOR-NoBV Rel

Must be set toTRAIL.(No effect in Trail)

Cannot clear.See Set Up


Red 11 - ChangeBrakeVlv/SS1 -NoBV Rel


Place Auto handle to RELposition, unit may be either Leador Trail.

Wait 10 seconds to clear. If not,see Set Up.

20 Air BrakeFaultInd Max orRel only-Caution-020

Red 20-ChangeBrakeVlv/FOR-IndMax from Rel

Set to TRAIL atoperator choice. Donot set LEAD onconsist make up(No effect in Trail).

Cannot clear.See Set Up.


Red 21-ChangeBrakeVlv/SS1-Relor Ind Max


Place Ind handle to FULLposition, unit may be either Leador Trail.

Wait 10 seconds to clear. If not,See Set Up.

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Crew Message AirBrakeFail

Maintenance Message Set Up:Clear Fault or;


32 Air Brake FaultNo BP Cut Off-SetTrail-032

Red 32-Change MV53/DB1/EPA1 -No BP Cut Off

Must be set to TRAIL.(No effect in Trail)

Set to TRAIL

Isolate unit by closing all endhose valves.

Set to LEAD-Cut Out.

Place Auto handle to RELposition.

Wait 10 seconds to allow ERto charge to clear. If not, SeeSet Up.

34 Penalty Brake-AirBrake FaultAuto can't Release-SetTrail-034

Red 34-Change AW4-ER/EPAl -NoER Supply


Set to TRAIL




Wait 10 seconds to allow ERto charge to clear. If not, SeeSet Up.

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36 Air Brake FaultNo BP Cut-Off-UnitDead-036

Red 36-Change BP-CO/BEA-NoBP Cut Off

Cannot be used LEAD orTRAIL. Unit must be shippedDEAD. (See Clear Faultbefore setting unit as DEAD)

Set to TRAIL.


Place Auto handle to EMERposition either LEAD or TRAILset up.

Allow ER & BP to reduce to 0psi to clear. If not:

Check fault validity by-.

Place Auto handle to HO.

Remain in TRAIL.

Connect another unit in LEADand charge BP. If unit doesnot blow BP, unit may be usedin Trail. If unit does blow BP,unit must be shipped with by-pass BP hose.

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40 Air Brake FaultBack Up BC-Note-040

Red 40-Change AW4-16/EPA2-NoBC Supply

Set to TRAIL at operatorchoice. Do not set LEAD onconsist make up (No effect inTrail).

Set to TRAIL


Place Auto handle to EMERand Ind handle to REL position

Set to LEAD-Cut In.

Place Auto handle to RELposition and allow ER & BP tocharge and BC to 0 psi.

Place Ind to FULL position,allow BC to apply, then, placeInd to REL position and allowBC to 0 psi.If not, See Set Up.

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Red 42-ChangeMV16T/DB1/EPA2-Back UpBrk Default

Set to TRAIL at operatorchoice. Do not set LEAD onconsist make up (Operates onBack Up BC).

Set to TRAIL


Place Auto handle to EMERand Ind handle to REL position

Set to LEAD-Cut In.


Place Ind to FULL position,allow BC to apply, then, placeInd to REL position and allowBC to 0 psi.If not, See Set Up.

43 Air Brake FaultNo local BC Bail Off-Caution-043

Red 43-Change PS 1 3/BEA-NoBC Bail Off

Open AB Breaker, use in Trail.(Operates on Back Up BC)

Cannot clear. See Set Up.

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48 Air Brake FaultNo Brake Bail Off-Caution-048

Red 48-ChangePS13/MV13S/BEA-No BC BailOff


Set to TRAIL.



Bail Off command for 10seconds. Release for 20seconds. Repeat.If not, See Set Up.

52 Penalty Brake-AirBrake FaultAuto can't Release,Back Up BC-Set Trail-052

Red 52-Change BPT/AD-No BPTrans

Must be set to TRAIL.(Operates on Back Up BC)


54 Penalty Brake-AirBrake FaultAuto can't Release-SetTrail-054

Red 54-Change ERT/AD-No ERTrans




Red 56-Change 16T/AD-No BCControl Trans

Set to TRAIL at operatorchoice. Do not set LEAD onconsist make up (Operates onBack Up BC).


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60 Penalty Brake-AirBrake FaultAuto can't Release,Back Up BC-Set Trail-060

Red 60-Change AD-All Trans notseen

Must be set to TRAIL.(Operates on Back Up BC)


76 Air Brake FaultNo Ind Brk-Set Trail-076

Red 76-Change 2OP/DB1/BEA-NoInd PSI Supp


Set to TRAIL.



Place Ind handle to RELposition for 10 seconds.

Place Ind handle to FULLposition for 10 seconds. If not,See Set Up.

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77 Penalty Brake-AirBrake FaultInd Stuck Brake-SetTrail, AB Off-077

Red 77-Change 2OP/DB1/BEA-IndSupp Open


Set to TRAIL.




Place Ind handle to FULLposition for 10 seconds.

Place Ind handle to RELposition for 10 seconds. Ifnot, See Set Up.

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78 Penalty Brake-AirBrake FaultInd Stuck Brake-SetTrail-078

Red 78-Change 2OP/DB1/BEA-NoInd PSI Rel


Set to TRAIL.





Place Ind handle to RELposition for 10 seconds. Ifnot, See Set Up.

79 Air Brake FaultCheck Consist Set Up,Set Trail-079

Red 79-Change 2OP/DB1/BEA-Exhaust Open


Set to TRAIL.





Place Ind handle to RELposition for 10 seconds. If not,See Set Up.

80 All Air gages are'**' Red 80-ICE Fault/Change Comm-No ICE Recv


Close ICE breaker. If not, SeeSet Up.

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8.7 Fault Set-up or Clear


MaintenanceMessage




Red 10-ChangeBrakeVlv/FOR-NoBV Rel


Cannot clear.See Set Up


Red 11 - ChangeBrakeVlv/SS1 -NoBV Rel


Place Auto handle to RELposition, unit may be either Leador Trail.

Wait 10 seconds to clear. If not,see Set Up.


Red 20-ChangeBrakeVlv/FOR-IndMax from Rel


Cannot clear.See Set Up.


Red 21-ChangeBrakeVlv/SS1-Relor Ind Max


Place Ind handle to FULLposition, unit may be either Leador Trail.

Wait 10 seconds to clear. If not,See Set Up.

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32 Air BrakeFaultNo BP CutOff-SetTrail-032

Red 32-ChangeMV53/DB1/EPA1 -No BPCut Off


Set to TRAIL




Wait 10 seconds to allow ER tocharge to clear. If not, See SetUp.

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MaintenanceMessage



34 PenaltyBrake-AirBrake FaultAuto can'tRelease-SetTrail-034

Red 34-ChangeAW4-ER/EPAl-No ERSupply


Set to TRAIL




Wait 10 seconds to allow ER tocharge to clear. If not, See SetUp.

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36 Air BrakeFaultNo BP Cut-Off-UnitDead-036

Red 36-ChangeBP-CO/BEA-No BP Cut Off

Cannot be usedLEAD or TRAIL.Unit must beshipped DEAD.(See Clear Faultbefore setting unitas DEAD)

Set to TRAIL.


Place Auto handle to EMERposition either LEAD or TRAIL setup.

Allow ER & BP to reduce to 0 psito clear. If not:

Check fault validity by-.

Place Auto handle to HO.

Remain in TRAIL.

Connect another unit in LEADand charge BP. If unit does notblow BP, unit may be used inTrail. If unit does blow BP, unitmust be shipped with by-pass BPhose.

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MaintenanceMessage



40 Air BrakeFaultBack UpBC-Note-040

Red 40-ChangeAW4-16/EPA2-NoBC Supply


Set to TRAIL


Place Auto handle to EMER andInd handle to REL position

Set to LEAD-Cut In.


Place Ind to FULL position, allowBC to apply, then, place Ind toREL position and allow BC to 0psi.If not, See Set Up.

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Red 42-ChangeMV16T/DB1/EPA2-Back UpBrk Default

Set to TRAIL atoperator choice. Donot set LEAD onconsist make up(Operates on BackUp BC).

Set to TRAIL


Place Auto handle to EMER andInd handle to REL position

Set to LEAD-Cut In.


Place Ind to FULL position, allowBC to apply, then, place Ind toREL position and allow BC to 0psi.If not, See Set Up.

43 Air BrakeFaultNo local BCBail Off-Caution-043

Red 43-ChangePS 1 3/BEA-No BC BailOff

Open AB Breaker,use in Trail.(Operates on BackUp BC)


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MaintenanceMessage



48 Air BrakeFaultNo BrakeBail Off-Caution-048

Red 48-ChangePS13/MV13S/BEA-No BCBail Off


Set to TRAIL.



Bail Off command for 10seconds. Release for 20seconds. Repeat.If not, See Set Up.

52 PenaltyBrake-AirBrake FaultAuto can'tRelease,Back UpBC-SetTrail-052

Red 52-ChangeBPT/AD-NoBP Trans

Must be set toTRAIL.(Operates on BackUp BC)


54 PenaltyBrake-AirBrake FaultAuto can'tRelease-SetTrail-054

Red 54-ChangeERT/AD-NoER Trans



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Red 56-Change16T/AD-NoBC ControlTrans

Set to TRAIL atoperator choice. Donot set LEAD onconsist make up(Operates on BackUp BC).


60 PenaltyBrake-AirBrake FaultAuto can'tRelease,Back UpBC-SetTrail-060

Red 60-ChangeAD-All Transnot seen

Must be set toTRAIL.(Operates on BackUp BC)


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MaintenanceMessage



76 Air BrakeFaultNo Ind Brk-Set Trail-076

Red 76-Change2OP/DB1/BEA-No Ind PSISupp


Set to TRAIL.



Place Ind handle to REL positionfor 10 seconds.

Place Ind handle to FULL positionfor 10 seconds. If not, See SetUp.

77 PenaltyBrake-AirBrake FaultInd StuckBrake-SetTrail, ABOff-077

Red 77-Change2OP/DB1/BEA-Ind SuppOpen


Set to TRAIL.




Place Ind handle to FULL positionfor 10 seconds.


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78 PenaltyBrake-AirBrake FaultInd StuckBrake-SetTrail-078

Red 78-Change2OP/DB1/BEA-No Ind PSIRel


Set to TRAIL.






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MaintenanceMessage



79 Air BrakeFaultCheckConsist SetUp, SetTrail-079

Red 79-Change2OP/DB1/BEA-ExhaustOpen


Set to TRAIL.





Place Ind handle to REL positionfor 10 seconds. If not, See SetUp.

80 All Airgages are'**'

Red 80-ICEFault/ChangeComm-NoICE Recv


Close ICE breaker. If not, SeeSet Up.

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